WO2018221306A1

WO2018221306A1 - Combustion chamber structure for engines

Info

Publication number: WO2018221306A1
Application number: PCT/JP2018/019593
Authority: WO
Inventors: 今村　悟志; 真生福馬; 康志中原; 井上　淳; 浩太松本; 義治植木; 通治河野; 雄哉本田; 謙斗大西
Original assignee: マツダ株式会社
Priority date: 2017-06-02
Filing date: 2018-05-22
Publication date: 2018-12-06

Abstract

A combustion chamber structure for engines, comprising: a piston crown surface; a combustion chamber ceiling surface formed in a cylinder head; an injector and a spark plug that are provided in the combustion chamber ceiling surface; and an intake port and an exhaust port that are opened in the ceiling surface of the combustion chamber. In the planar view from one side in the cylinder axial direction, the injector is configured such that fuel can be injected towards at least the exhaust port side, when the side having the intake port opened therein is the intake port side of the combustion chamber and the side having the exhaust port opened therein is the exhaust port side of the combustion chamber, using the site where the ignition section of the spark plug is arranged as the reference therefor. Provided in the combustion chamber is an inverse squish flow generating unit that draws the air-fuel mixture into the intake port side in conjunction with the movement of the piston during the expansion stroke.

Description

Engine combustion chamber structure

The present invention relates to a combustion chamber structure of a spark ignition type engine.

In a spark ignition engine of a vehicle such as an automobile, a configuration is employed in which fuel is injected from an injector into a combustion chamber, and an air-fuel mixture obtained by atomizing the injected fuel is ignited using an ignition plug. .

By the way, when the engine is operated in a high-load operation region, the combustion chamber becomes hot. For this reason, in the high load operation region, the fuel injection is performed at the timing when the piston is in the vicinity of the compression top dead center, thereby suppressing the occurrence of pre-ignition.

When fuel is injected at the above timing, the time from fuel injection to ignition is shortened. As a measure against this, for example, it is conceivable to employ a configuration in which fuel is injected toward the exhaust side having a relatively high inner wall temperature as disclosed in Patent Document 1. By adopting such a configuration, atomization can be sufficiently achieved even when the time from fuel injection to ignition is short.

However, when a large amount of fuel is injected toward the exhaust side as in the configuration disclosed in Patent Document 1, oxygen in the entire combustion chamber cannot be used up during combustion, and unburned fuel remains. Is concerned. That is, when a large amount of fuel is injected toward the exhaust side, when viewed as the entire combustion chamber, a region with a high fuel concentration is generated in a state of being biased toward the exhaust side. A region with low density occurs. Due to such an uneven fuel concentration, unburned fuel may remain in the combustion chamber, and there is a concern about a reduction in emission performance.

Japanese Unexamined Patent Publication No. 2016-94925

The present invention has been made to solve the above-described problems, and can suppress the occurrence of pre-ignition even in operation in a high-load operation region, and can achieve uniform combustion in the entire combustion chamber. It is an object of the present invention to provide an engine combustion chamber structure capable of suppressing a decrease in emission performance.

The present invention relates to a combustion chamber structure of a spark ignition type engine, wherein a crown surface of a piston, a combustion chamber ceiling surface formed on a cylinder head, an injector and an ignition plug provided on the combustion chamber ceiling surface And an intake port and an exhaust port that are opened on the ceiling surface of the combustion chamber, and the intake air is based on the location where the ignition part of the ignition plug is disposed in a plan view from one side in the cylinder axial direction. The injector injects fuel toward at least the exhaust port side when the side with the opening is the intake port side of the combustion chamber and the side with the exhaust port is the exhaust port side of the combustion chamber The combustion chamber is provided with a reverse squish flow generator that draws the air-fuel mixture toward the intake port as the piston moves during the expansion stroke.

FIG. 1 is a schematic cross-sectional view in the cylinder axis direction showing an engine to which the combustion chamber structure of the engine according to the first embodiment is applied. FIG. 2 is a cross-sectional view of the main part of the cylinder head in FIG. FIG. 3 is a perspective view of the piston of the engine in FIG. FIG. 4 is a perspective view showing the arrangement of the spark plug and the injector with respect to the piston. FIG. 5 is a plan view of the crown surface of the piston. 6 is a cross-sectional view taken along line VI-VI in FIG. 7 is a cross-sectional view taken along line VII-VII in FIG. FIG. 8 is a time chart showing the relationship between the fuel injection period, the ignition timing, and the crank angle. FIG. 9 is a cross-sectional view showing the combustion chamber in a state where the piston is near the compression top dead center. FIG. 10A is a cross-sectional view showing the combustion chamber in a state where the piston is near the compression top dead center. FIG. 10B is a cross-sectional view showing the combustion chamber in a state where the piston is lowered after compression top dead center. FIG. 11 is a cross-sectional view showing the swirl flow generated in the combustion chamber and the arrangement of ignition parts in the spark plug. FIG. 12 is a plan view showing the fuel injected into the combustion chamber and the swirl flow generated in the combustion chamber. FIG. 13 is a cross-sectional view of the main part of the cylinder head of the engine to which the engine combustion chamber structure according to the second embodiment is applied. FIG. 14 is a plan view of the combustion chamber ceiling surface. FIG. 15 is a perspective view showing the arrangement of the spark plug and the injector with respect to the piston. FIG. 16 is a plan view showing the arrangement of the spark plug and the injector with respect to the piston. FIG. 17 is a plan view of the crown surface of the piston. FIG. 18 is a front view of the piston (viewed from the intake port side). FIG. 19 is a rear view of the piston (viewed from the exhaust port side). FIG. 20 is a side view of the piston. 21 is a cross-sectional view taken along line XXI-XXI in FIG. 22 is a cross-sectional view taken along line XXII-XXII in FIG. FIG. 23 is a perspective view of the piston (a perspective view seen from the exhaust port side). FIG. 24 is a perspective view of the piston (a perspective view seen from the intake port side). FIG. 25 is a cross-sectional view showing the combustion chamber when the piston is at top dead center. FIG. 26 is a cross-sectional view showing the combustion chamber in the compression stroke. FIG. 27 is a cross-sectional view for explaining the relationship between the flow of intake air and the injector (nozzle head). FIG. 28 is a cross-sectional view of a principal part of an engine to which the engine combustion chamber structure according to the third embodiment is applied. FIG. 29 is a perspective view of the piston. FIG. 30 is a plan view of the crown surface of the piston. 31 is a cross-sectional view taken along line XXXI-XXXI in FIG. 32 is a sectional view taken along line XXXII-XXXII in FIG. FIG. 33 is a time chart showing the relationship between the fuel injection period, ignition timing, and crank angle according to mode III.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, the form demonstrated below is 1 aspect of this invention, Comprising: This invention is not limited to the following forms at all except the essential structure.

(First embodiment)
[Entire engine configuration]
Based on the drawings, the combustion chamber structure of the spark ignition type engine according to the first embodiment will be described in detail. FIG. 1 is a schematic sectional view showing an engine to which the combustion chamber structure of the engine according to the first embodiment is applied, and FIG. 2 is a sectional view of a main part of the cylinder head shown in FIG. In FIGS. 1, 2, and 3 and subsequent figures, XYZ direction indications are given. The Z direction is the cylinder axis direction, the Y direction is the extending direction of the crankshaft, and the X direction is a direction orthogonal to both the Z direction and the Y direction.

The engine according to this embodiment includes a cylinder and a piston, and is a multi-cylinder engine mounted on a vehicle as a power source for driving the vehicle such as an automobile. The engine includes an engine main body 1 and auxiliary equipment such as various intake and exhaust manifolds and various pumps that are assembled to the engine main body 1. The fuel supplied to the engine body 1 is mainly composed of gasoline.

The engine main body 1 according to the present embodiment includes a normal SI (Spark Ignition) combustion in which an air-fuel mixture in a combustion chamber is forcibly ignited by an ignition plug, and a fuel injection timing in the SI combustion is set to be near a compression top dead center (TDC). It is possible to execute retarded SI combustion, and SICI combustion that combines SI combustion and CI (compression ignition) combustion. In SI combustion, fuel is injected in the middle of the intake stroke, and the mixture is forcibly ignited in the vicinity of TDC in the compression stroke. In the retarded SI combustion, fuel is injected before and after the TDC of the compression stroke, and the air-fuel mixture is forcibly ignited at the beginning of the subsequent expansion stroke. In SICI combustion, the air-fuel mixture in the combustion chamber is forcibly ignited and combusted by flame propagation, and the unburned air-fuel mixture in the combustion chamber is combusted by self-ignition.

In addition, in SICI combustion, self-ignition does not occur, and combustion may be completed by flame propagation. These combustion modes are selected according to the operation region. For example, SI combustion is selected in a high rotation / high load region of the engine, retarded SI combustion is selected in a low rotation / high load region, and SICI combustion is selected in a low load region regardless of the rotational speed.

The engine body 1 includes a cylinder block 3, a cylinder head 4, and a piston 5. The cylinder block 3 has a plurality of cylinders 2 (cylinder / only one of them is shown in the figure) arranged in a direction perpendicular to the paper surface of FIG. The cylinder head 4 is mounted on the cylinder block 3 and closes the upper opening of the cylinder 2. The piston 5 is accommodated in each cylinder 2 so as to be slidable back and forth, and is connected to the crankshaft 7 via a connecting rod 8. As the piston 5 reciprocates, the crankshaft 7 rotates about its central axis. The structure of the piston 5 will be described later.

A combustion chamber 6 is formed above the piston 5. An intake port 9 and an exhaust port 10 communicating with the combustion chamber 6 are formed in the cylinder head 4. The bottom surface 4a of the cylinder head 4 is a combustion chamber ceiling surface 6U. The combustion chamber ceiling surface 6U has a pent roof type shape (flat pent roof type shape) slightly convex upward. An intake side opening (intake port) 41 that is the downstream end of the intake port 9 and an exhaust side opening (exhaust port) 42 that is the upstream end of the exhaust port 10 are formed in the combustion chamber ceiling surface 6U. . The cylinder head 4 is assembled with an intake valve 11 for opening and closing the intake side opening 41 and an exhaust valve 12 for opening and closing the exhaust side opening 42.

The engine body 1 according to the present embodiment is a double overhead camshaft (DOHC) engine, and two intake side openings 41 and two exhaust side openings 42 are provided for each cylinder 2 and intake air is provided. Two valves 11 and two exhaust valves 12 are also provided.

As shown in FIG. 2, the intake valve 11 and the exhaust valve 12 are so-called poppet valves. The intake valve 11 includes an umbrella-shaped valve body 11a that opens and closes the intake-side opening 41, and a stem 11b that extends perpendicularly from the valve body 11a. Similarly, the exhaust valve 12 includes an umbrella-shaped valve body 12a that opens and closes the exhaust-side opening 42, and a stem 12b that extends perpendicularly from the valve body 12a. The valve body 11 a of the intake valve 11 has a valve surface 11 c that faces the combustion chamber 6. The valve body 12 a of the exhaust valve 12 has a valve surface 12 c that faces the combustion chamber 6.

In the present embodiment, the combustion chamber wall surfaces defining the combustion chamber 6 are the inner wall surface of the cylinder 2, the crown surface 50 that is the upper surface (+ Z side surface) of the piston 5, the bottom surface 4 a of the cylinder head 4, and the valve of the intake valve 11. It consists of a surface 11 c and a valve surface 12 c of the exhaust valve 12. That is, the cylinder block 3, the cylinder head 4, the piston 5, and the

valves

11 and 12 can be said to be combustion chamber constituent members that constitute the combustion chamber 6.

The cylinder head 4 is provided with an intake side valve mechanism 13 and an exhaust side valve mechanism 14 for driving the intake valve 11 and the exhaust valve 12, respectively. The

valve mechanisms

13 and 14 drive the intake valve 11 and the exhaust valve 12 in conjunction with the rotation of the crankshaft 7. By driving the intake valve 11 and the exhaust valve 12, the valve body 11 a of the intake valve 11 opens and closes the intake side opening 41, and the valve body 12 a of the exhaust valve 12 opens and closes the exhaust side opening 42.

The intake side valve mechanism 13 incorporates an intake side variable valve timing mechanism (intake side VVT) 15. Further, an exhaust side variable valve timing mechanism (exhaust side VVT) 16 is incorporated in the exhaust side valve mechanism 14. The intake side VVT15 is an electric VVT provided on the intake camshaft, and the exhaust side VVT16 is an electric VVT provided on the exhaust camshaft. The intake side VVT 15 changes the opening / closing timing of the intake valve 11 by continuously changing the rotational phase of the intake cam shaft with respect to the crankshaft 7 within a predetermined angle range, and the exhaust side VVT 16 The opening / closing timing of the exhaust valve 12 is changed by continuously changing the rotational phase of the cam shaft within a predetermined angle range.

In the cylinder head 4, one ignition plug 17 for supplying ignition energy to the air-fuel mixture in the combustion chamber 6 is attached to each cylinder 2. The spark plug 17 is provided with an ignition part 17A at the tip thereof, and is attached to the cylinder head 4 so that the ignition part 17A faces the combustion chamber 6. The spark plug 17 discharges a spark from its tip in response to power supply from an ignition circuit (not shown), and ignites the air-fuel mixture in the combustion chamber 6.

The cylinder head 4 (combustion chamber ceiling 6U) is provided with one injector 18 (fuel injection valve) for each cylinder 2 for injecting fuel mainly composed of gasoline into the combustion chamber 6 from the tip. Yes. A fuel supply pipe 19 is connected to the injector 18, and the fuel supplied through the fuel supply pipe 19 is injected into the combustion chamber 6 (injected fuel 18E). As shown in FIG. 2, in the present embodiment, fuel can be injected from the injector 18 toward at least the exhaust port side (+ X side) in the combustion chamber 6.

Although not shown, a high-pressure fuel pump including a plunger-type pump linked to the crankshaft 7 is connected to the upstream side of the fuel supply pipe 19. A common rail for pressure accumulation common to all the cylinders 2 is provided between the high-pressure fuel pump and the fuel supply pipe 19. With this configuration, high pressure fuel is injected from the injector 18 into the combustion chamber 6.

[Detailed structure of piston]
With reference to FIGS. 3 to 7, the structure of the piston 5, particularly the structure of the crown surface 50, will be described in detail. 3 is a perspective view of the piston 5, FIG. 4 is a perspective view showing the positional relationship between the crown surface 50 of the piston 5, the spark plug 17 and the injector 18, and FIG. 5 is a plan view of the crown surface 50. 6 is a cross-sectional view taken along line VI-VI in FIG. 5, and FIG. 7 is a cross-sectional view taken along line VII-VII in FIG.

The piston 5 includes a piston head 5A and a skirt portion 5S connected to the lower side (−Z side) thereof. The piston head 5 A is formed of a cylindrical body, and includes a crown surface 50 constituting a part (bottom surface) of the wall surface of the combustion chamber 6 on the upper surface and a side peripheral surface that is in sliding contact with the inner wall surface of the cylinder 2. The skirt portion 5S is disposed on the + X side and the −X side of the piston head 5A, and suppresses swinging of the piston 5 when the piston 5 reciprocates. As shown in FIG. 7, a piston boss 5B that defines a pin hole extending in the Y direction is provided below the piston head 5A. The piston pin 81 is inserted through the pin hole of the piston boss 5B. The piston pin 81 is a pin that connects the small end portion 8 S of the connecting rod 8 and the piston 5.

The crown surface 50 is a surface facing the combustion chamber ceiling surface 6U in the Z direction, and includes a substantially annular cavity 5C at a substantially central portion in the radial direction (X direction and Y direction). The cavity 5C is a portion recessed on the −Z side, and is a portion that receives fuel injection from the injector 18. On the outer periphery of the cavity 5 C on the crown surface 50, an intake side plane portion 55, an exhaust side plane portion 56 and a pair of side upper surfaces 57 are arranged. The intake side plane portion 55 is a plane provided in a region adjacent to the −X side of the cavity 5C, the exhaust side plane portion 56 is a plane provided in a region adjacent to the + X side of the cavity 5C, and the pair of side upper surfaces 57 are It is a generally flat surface adjacent to the + Y side and the −Y side of the cavity 5C. Further, a convex portion 53 that protrudes to the + Z side from the bottom portion of the cavity 5C is provided in the inner portion of the cavity 5C.

The intake side flat surface portion 55 is provided along a slight gap along the intake side top surface 43 of the cylinder head 4 shown in FIG. 2 when the piston 5 is near the top dead center (TDC). Similarly, the exhaust side flat surface portion 56 is provided along the exhaust side top surface 44 of the cylinder head 4 shown in FIG. 2 when the piston 5 is in the vicinity of the top dead center (TDC). Here, in the engine main body 1, a reverse squish flow generation unit is configured by a combination of the intake side flat portion 55 and the intake side top surface 43. Specifically, the reverse squish flow generating portion is a radial outer edge region from the radial central region of the combustion chamber 6 when the piston 5 descends to the −Z side from the state near the top dead center (TDC). This is the part that generates the flow of the air-fuel mixture toward

The cavity 5 C includes a small cavity 51 and a large cavity 52. As shown in FIG. 4, the small cavity 51 is recessed at a position corresponding to the ignition part 17A of the spark plug 17, that is, a position directly below the ignition part 17A. The large cavity 52 is recessed at a position adjacent to the small cavity 51, and has a larger projected area than the small cavity 51 in a plan view from the + Z side. For example, the projected area of the large cavity 52 is about 8 times larger than the projected area of the small cavity 51. The convex portion 53 is disposed near the center of the crown surface 50 in the XY direction. The convex portion 53 is provided at a substantially central portion of the combustion chamber 6 in the XY plane direction, and is convexly provided at a position directly below the nozzle head 18N of the injector 18 (see FIG. 4).

The small cavity 51 includes a first peripheral edge 511 that is an outer peripheral edge defining the small cavity 51. The large cavity 52 includes a second peripheral edge 521 that is an outer peripheral edge that defines the large cavity 52. The first peripheral edge 511 has a substantially fan shape in plan view from the + Z side, and becomes a boundary line between the convex portion 53, the intake side flat portion 55, and the large cavity 52. The second peripheral edge 521 has a substantially C shape in plan view from the + Z side. That is, the large cavity 52 has a substantially C shape when the crown surface 50 is viewed from the + Z side. The second peripheral edge 521 is a boundary line between the convex portion 53, the intake side flat portion 55, the exhaust side flat portion 56, and the small cavity 51.

A part of the first peripheral edge 511 is a common peripheral edge part also serving as a part of the second peripheral edge 521. In other words, the first peripheral edge 511 of the small cavity 51 is partly in contact with a part of the second peripheral edge 521 of the large cavity 52. More specifically, the portion of the first peripheral edge 511 excluding the arc-shaped portion that forms a boundary with the convex portion 53 and the intake-side flat surface portion 55 is common to a part of the second peripheral edge 521. A part of the second peripheral edge 521 corresponds to a C-shaped open portion (open end edge). The common peripheral edge is a ridge line 54 protruding upward as shown in FIG. That is, in the present embodiment, the small cavity 51 and the large cavity 52 are adjacent to each other with the ridge line 54 as a boundary.

As shown in FIG. 5 and the like, the large cavity 52 has a C shape surrounding the substantially circular convex portion 53 in a plan view from the + Z side. The small cavity 51 is formed at a position between the large cavity 52 and the C-shaped open portion. Thereby, although it is delimited by the ridgeline 54, a substantially annular cavity 5 C surrounding the periphery of the convex portion 53 is formed on the crown surface 50 by the small cavity 51 and the large cavity 52.

Further, the peripheral edge portion 531 on the outer periphery of the convex portion 53 is in contact with a part of the first peripheral edge 511 of the small cavity 51 and a part of the second peripheral edge 521 of the large cavity 52. In the present embodiment, the convex portion 53 is formed in a mountain shape, and the peripheral edge portion 531 is a foot of the mountain.

A plurality of injection holes 181 are provided radially in the nozzle head 18N of the injector 18, and fuel is injected from each injection hole of the nozzle head 18N toward the small cavity 51 and the large cavity 52. At this time, the injected fuel 18E is smoothly introduced into the

cavities

51 and 52 along the first peripheral edge 511 and the second peripheral edge 521 which are inclined surfaces.

As shown in FIG. 7, the depth h2 of the large cavity 52 when the intake side plane portion 55 and the exhaust side plane portion 56 are used as a reference is deeper than the depth h1 of the small cavity 51. Thus, the cavity 5C is designed such that the depth of the bottom surface becomes shallower as it goes from the exhaust port side (+ X side) to the intake port side (−X side). More specifically, the bottom surface of the cavity 5C gradually rises upward (+ Z side) as it goes from the + X side to directly below the ignition part 17A of the spark plug 17.

Further, as described above, since the projected area of the large cavity 52 is larger than the projected area of the small cavity 51, when considering the depths (recessed depths) h1 and h2 of the

cavities

51 and 52 together, The large cavity 52 is formed with a larger volume than the small cavity 51.

[Fuel injection period, ignition timing and crank angle]
With reference to FIG. 8, the relationship between the fuel injection period, the ignition timing, and the crank angle will be described. FIG. 8 is a time chart showing the relationship between the fuel injection period, the ignition timing, and the crank angle.

As shown in FIG. 8, the engine body 1 according to the present embodiment establishes operation at least in the fuel injection periods and ignition timings of mode I and mode II.

Mode I is employed when the above-described retarded SI combustion is performed. The fuel injection period PF1 is before and after the TDC of the compression stroke, and the ignition timing is at the beginning of the expansion stroke. That is, fuel injection by the injector 18 is started from the timing T11 of the crank angle −CA11 at the end of the compression stroke before TDC, and fuel injection is executed until the timing T12 of the initial crank angle + CA12 after the TDC. Thereafter, the air-fuel mixture is ignited by the spark plug 17 at a predetermined crank angle + CA13 timing T13 in the initial stage of the expansion stroke. As for each crank angle, for example, −CA11 is 15 ° before TDC (more preferably, 10 ° before TDC), + CA12 is 5 ° after TDC (more preferably, 2 ° after TDC), and + CA13 is 8 to 10 after compression TDC. ° (more preferably 9 ° after TDC). According to this mode I, since fuel is injected before and after TDC, knocking can be prevented.

Mode II is employed in the above-described SI combustion and SICI combustion. The fuel injection period PF2 is in the middle of the intake stroke, and the ignition timing is in the vicinity of TDC in the compression stroke. That is, the timing T21 to T22 sandwiching the crank angle CA2 at which the piston 5 descends about half of the stroke from the TDC in the exhaust process is set as the fuel injection period PF2. The ignition timing is a timing T23 that reaches TDC. CA2 is, for example, 70 ° after TDC.

In addition, in order to prevent knocking, fuel injection may be additionally performed in addition to CA2 at the crank angle CA3 before TDC.

[Reverse Squish Flow]
The reverse squish flow generated in the combustion chamber 6 will be described with reference to FIGS. 9, 10A, and 10B. 9 and 10A are cross-sectional views showing the combustion chamber 6 when the piston 5 is in the vicinity of the TDC, and FIG. 10B is a cross-sectional view showing the combustion chamber 6 in a state where the piston 5 is lowered after the TDC.

First, as shown in FIG. 9, an imaginary line LSP that passes through the ignition part 17A of the spark plug 17 and extends in the Z direction is drawn.

As shown in FIG. 9, when the piston 5 is in the vicinity of TDC, a portion on the + X side from the virtual line LSP (A portion; a portion indicated by an arrow A) and a portion on the −X side from the virtual line LSP ( B part; the part indicated by arrow B). As is clear from FIG. 9, in the structure of the combustion chamber 6 according to this embodiment, the volume of the B portion is smaller than the volume of the A portion.

In the combustion chamber 6, due to the difference in the combustion chamber volume as described above, a reverse squish flow that draws the air-fuel mixture from the + X side to the −X side is generated as the piston 5 descends during the expansion stroke. That is, in the combustion chamber 6, a reverse squish flow generating portion is formed due to the difference in the combustion chamber volume.

Next, as shown in FIG. 10A, when the piston 5 is in the vicinity of TDC, the crown surface 50 of the piston 5 is in the state closest to the combustion chamber ceiling surface 6U. Therefore, the intake side flat portion 55 faces the intake side top surface 43 with a slight gap (see the portion indicated by the arrow C), and the exhaust side flat portion 56 also faces the exhaust side top surface 44. Facing each other with a narrow gap.

As shown in FIG. 10B, in the expansion stroke after TDC, when the piston 5 descends, the intake side flat surface portion 55 is separated from the intake side top surface 43 (see the portion indicated by the arrow D), and the exhaust side flat surface portion. 56 is also separated from the exhaust side top surface 44. At this time, as indicated by hatched arrows, a reverse squish flow (flow that draws the air-fuel mixture into the −X side region) toward the −X side is generated. In the present embodiment, it can be said that the intake side flat surface portion 55 and the intake side top surface 43 constitute an inverse squish flow generating portion.

Although the exhaust side flat portion 56 and the exhaust side top surface 44 are also in a state along each other, in the piston 5 and the combustion chamber ceiling surface 6U, the opposing area of the intake side flat portion 55 and the intake side top surface 43 is the same. The reverse squish flow as indicated by the arrow is generated because it is larger than the facing area between the exhaust side flat portion 56 and the exhaust side top surface 44.

Here, in the state shown in FIG. 10A, by providing the exhaust-side flat portion 56 and the exhaust-side top surface 44 that face each other close to each other, when the fuel is injected near the TDC, the injected fuel is within the cylinder 2. Direct adhesion to the wall surface (cylinder liner) is prevented. Thereby, the production | generation of a deposit is suppressed.

[Swirl style]
A swirl flow generated in the combustion chamber 6 will be described with reference to FIGS. 11 and 12. FIG. 11 is a cross-sectional view showing the swirl flow FS generated in the combustion chamber 6, and FIG. 12 is a plan view showing the swirl flow FS generated in the combustion chamber 6.

As shown in FIG. 12, fuel is injected radially from the nozzle head 18N of the injector 18 disposed at the radial center of the combustion chamber 6 (injected fuel 18E). That is, fuel is injected from the injector 18 into the large cavity 52 on the + X side, which is the exhaust port side, and also to the small cavity 51 on the −X side, which is the intake port side. Is done.

However, in the fuel injection toward the small cavity 51, the directional axis does not face the ignition portion 17A of the spark plug 17. That is, in the fuel injection toward the small cavity 51, the directing shaft passes through both sides of the ignition part 17 A of the spark plug 17. Thereby, generation | occurrence | production of plug covering can be suppressed. In the present embodiment, the back portion (base portion 174) of the ground electrode 172 in the spark plug 17 is directed to the −X side (the radially outer side of the combustion chamber 6). This also can suppress the occurrence of plug covering.

In the combustion chamber 6, a swirl flow FS is generated so as to go around the outer edge portion of the annular cavity 5 C (a combination of the small cavity 51 and the large cavity 52), as indicated by the white arrow in FIG. 12. Then, the mixture of fresh air and fuel is guided to the vicinity of the ignition part 17A of the spark plug 17 by the swirl flow FS.

Here, when an imaginary line L52B is drawn on the bottom surface of the annular cavity 5C, the bottom surface is configured to rise upward (front side in FIG. 12) from the point P1 through the point P2 to the point P3. Has been. For this reason, as shown in FIG. 11, the air-fuel mixture guided to the swirl flow FS is gradually lifted from the + X side toward the ignition portion 17A of the spark plug 17 toward the + Z side. Therefore, in the combustion chamber 6, the residual gas in the vicinity of the ignition part 17A can be pushed away.

[effect]
In the combustion chamber 6 of the engine main body 1 according to the present embodiment, the injector 18 is configured so as to be able to inject fuel including the exhaust port side (+ X side), so even in a high load operation region where the combustion chamber 6 is at a high temperature. Atomization in a short time is possible. Therefore, in this embodiment, generation | occurrence | production of the pre-ignition in a high load driving | operation area | region can be suppressed.

Further, in the combustion chamber 6 of the engine body 1 according to the present embodiment, as described with reference to FIGS. 9, 10A, and 10B, in the combustion chamber 6, the mixing is performed as the piston 5 descends to the −Z side. Since the reverse squish flow generation unit that draws air to the intake port side is provided, combustion is generated using the entire oxygen in the combustion chamber 6, and it is possible to suppress a decrease in emission performance.

In this embodiment, the reverse squish flow generating portion is formed by the difference in the combustion chamber volume between the B portion on the intake port side and the A portion on the exhaust port side. Therefore, as the piston 5 descends toward the -Z side during the expansion stroke, the intake port side (particularly below the ignition part 17A of the spark plug 17) becomes negative pressure, which causes atomization on the exhaust port side. The mixed gas mixture can be drawn into the portion of the spark plug 17 where the ignition portion 17A is disposed.

Further, in the combustion chamber 6 of the engine body 1 according to the present embodiment, as described with reference to FIGS. 10A and 10B, the intake side top surface 43 on the ceiling surface 6U of the combustion chamber 6 that is the bottom surface of the cylinder head 4; The intake-side flat surface portion 55 of the crown surface 50 of the piston 5 is along and close to each other. Therefore, a reverse squish flow can be generated in the combustion chamber 6 using the negative pressure generated in the vicinity of the ignition part 17A of the spark plug 17 after the piston 5 passes TDC.

Therefore, in the present embodiment, combustion can be generated using the entire oxygen in the combustion chamber 6, and a reduction in emission performance can be suppressed.

In the present embodiment, the intake side top surface 43 and the intake side flat portion 55 are each configured as a flat surface, and therefore, manufacture is easier than in the case where these regions are configured as curved surfaces. Therefore, it is possible to provide a reverse squish flow generation unit while suppressing an increase in manufacturing cost.

Further, in the combustion chamber 6 of the engine body 1 according to the present embodiment, the exhaust-side top surface 44 and the exhaust-side flat portion 56 face each other also on the exhaust port side, and as shown in FIG. In the case of being in the vicinity of TDC, the exhaust side top surface 44 and the exhaust side flat surface portion 56 are brought close to each other. Therefore, it is possible to prevent the fuel from adhering to the exhaust port side of the cylinder liner during fuel injection. Therefore, in this embodiment, the generation of deposits can be suppressed.

Further, in the combustion chamber 6 of the engine body 1 according to the present embodiment, the opposed area between the exhaust side top surface 44 and the exhaust side flat surface portion 56 in plan view from the + Z side is defined as the intake side top surface 43 and the intake side plane. Since the area is smaller than the area facing the portion 55, it is difficult for the generation of the reverse squish flow when the piston 5 descends toward the −Z side.

Further, in the combustion chamber 6 of the engine body 1 according to the present embodiment, as described with reference to FIGS. 11 and 12, the cavity 5C has a depth that gradually decreases toward the ignition portion 17A of the spark plug 17. A bottom surface is formed. Therefore, when the piston 5 rises toward the + Z side, the swirl component (swirl flow FS) in the cavity 5C is lifted toward the ignition part 17A of the spark plug 17. Therefore, the mixture of fresh air and fuel is guided to the vicinity of the ignition part 17A of the spark plug 17, and the residual gas in the vicinity of the ignition part 17A can be swept away.

Further, in the combustion chamber 6 of the engine body 1 according to the present embodiment, even when the reverse squish flow generated when the piston 5 descends toward the −Z side is used, the combustion chamber 6 faces the ignition portion 17A of the spark plug 17. The air-fuel mixture is guided smoothly.

Further, in the combustion chamber 6 of the engine body 1 according to the present embodiment, a cavity 5C formed by a combination of the small cavity 51 and the large cavity 52 is formed in an annular shape in plan view. Therefore, as described with reference to FIG. 12, as the piston 5 approaches TDC, the air-fuel mixture flows from the relatively hot exhaust port side to the relatively cold intake port side, and the ignition part 17A of the spark plug 17 Guided to the neighborhood. And as shown in FIG.4 and FIG.12, in the planar view from + Z side, since the ignition part 17A of the spark plug 17 is arrange | positioned so that it may overlap with a part of cavity 5C, it was excellent in ignitability. Can be secured.

Further, in the combustion chamber 6 of the engine body 1 according to the present embodiment, the ceiling surface of the combustion chamber 6 (combustion chamber ceiling surface 6U) is formed in a pent roof shape, so that a tumble flow is formed in the combustion chamber 6. And homogeneous combustion in the entire combustion chamber 6 is possible.

(Second Embodiment)
Next, the combustion chamber structure of the spark ignition type engine according to the second embodiment of the present invention will be described in detail. In addition, since the basic structure of 2nd Embodiment is common in 1st Embodiment, in the following description, about the component which is common in 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted or simplified, Differences from the combustion chamber structure according to the first embodiment will be mainly described in detail.

FIG. 13 is a cross-sectional view of a main part of an engine cylinder head to which the engine combustion chamber structure according to the second embodiment is applied, and FIG. 14 is a plan view of the combustion chamber ceiling surface.

The combustion chamber ceiling surface 6U has a pent roof type shape as in the first embodiment. The combustion chamber ceiling surface 6U of the first embodiment is a shallow (small gradient) pent roof type as shown in FIG. 2, whereas the combustion chamber ceiling surface 6U of the second embodiment is a deep type. It is a pent roof type (large gradient). That is, the combustion chamber 6 of the second embodiment has a structure in which the compression ratio is lowered by increasing the volume of the combustion chamber 6 compared to the first embodiment.

In such a deep pent roof type combustion chamber ceiling surface 6U, the required opening area of each intake side opening 41 is secured while arranging the injector 18 between the two intake side openings 41. In the X direction, it is necessary to arrange the two intake side openings 41 closer to the center of the cylinder 2. Therefore, in the second embodiment, as shown in FIG. 14, the two intake side openings 41 are arranged such that a part of them is located closer to the exhaust port than the center 2 a of the cylinder 2.

Accordingly, the injector 18 (nozzle head 18N) is also arranged so as to be offset from the center 2a of the cylinder 2 to the exhaust port side. The amount of offset of the injector 18 depends mainly on the main flow of the intake air that is injected from the nozzle head 18N into the combustion chamber 6 through the intake side opening 41 during the fuel injection in mode II, that is, in the middle of the intake stroke. It is set at a position where it is easy to diffuse. In this example, the injector 18 is offset from the center 2a of the cylinder 2 to the exhaust port side by about 2 mm.

FIG. 27 is a cross-sectional view for explaining the relationship between the intake air flow in the middle stage of the intake stroke and the injector 18. As shown in the figure, the main flow Ms of the intake air introduced into the combustion chamber 6 through the intake port 9 forms a tumble flow while being introduced into the combustion chamber 6 along the upper wall surface of the intake port 9. In such a state, when the center of the injector 18 is located at the center 2a of the cylinder 2, a part of the fuel is injected from the nozzle head 18N below the main flow Ms of intake air, and the main flow Ms of intake air. It becomes difficult to ride. On the other hand, according to the configuration in which the injector 18 is offset from the center 2a of the cylinder 2 toward the exhaust port, fuel is injected from the nozzle head 18N at a position above or near the main stream Ms of intake air. Becomes easy to diffuse on the mainstream Ms of the intake air.

In this embodiment, the center of the injector 2 (nozzle head 18N) is offset from the center 2a of the cylinder 2 to the exhaust port side by about 2 mm. In this case, the offset amount is the fuel injected from the injector 18. Should be set so as to diffuse well on the mainstream Ms of the intake air. For example, the center of the injector 18 (nozzle head 18N) is preferably offset from the center 2a of the cylinder 2 to the exhaust port side within a range of 2 to 5% of the diameter (bore diameter) of the cylinder 2. is there.

The crown surface 50 of the piston 5 of the second embodiment also has the same configuration as the first embodiment in that it includes a cavity 5C, an intake side flat portion 55, an exhaust side flat portion 56, and a pair of side upper surfaces 57. However, the specific structure differs from the first embodiment in the following points.

15 is a perspective view showing the arrangement relationship of the spark plug 17 and the injector 18 with respect to the piston 5, and FIG. 16 is a plan view showing the arrangement relationship. FIG. 17 is a plan view of the crown surface 50 of the piston 5. FIGS. 18 to 20 are a front view of the piston 5 (viewed from the intake port side) and a rear view (viewed from the exhaust port side), respectively. 21 and 22 are cross-sectional views taken along lines XXI-XXI and XXII-XXII in FIG. 17, respectively. FIG. 23 is a perspective view of the piston 5 as viewed from the exhaust side, and FIG. 24 is a perspective view of the piston 5 as viewed from the intake port side.

The cavity 5C of the second embodiment has a smoothly continuous shape without the small cavity 51 and the large cavity 52 being separated by the ridge line 54 (in other words, without the ridge line 54). That is, as shown in FIG. 17, the cavity 5 C includes the convex portion 53 and one annular cavity (hereinafter referred to as an annular cavity 58) that smoothly and continuously surrounds the convex portion 53. Although the annular cavity 58 is not delimited by the ridge line 54, as in the first embodiment, the bottom surface of the annular cavity 58 (cavity 5C) goes from the exhaust side to directly below the ignition portion 17A of the ignition plug 17. , Gradually rising upward (+ Z side).

As shown in FIGS. 17 to 20, an intake side inclined surface portion 61 is provided between the intake side flat portion 55 and the annular cavity 58 in the crown surface 50 and between the pair of side upper surfaces 57. In addition, an exhaust-side slope portion 62 is provided between the exhaust-side flat portion 56 and the annular cavity 58 and between the pair of side upper surfaces 57.

The intake-side inclined surface portion 61 is a flat inclined surface that slopes upward from the end portion of the intake-side flat surface portion 55 toward the exhaust port side, and the exhaust-side inclined surface portion 62 is inhaled from the end portion of the exhaust-side flat surface portion 56. It is a flat slope that slopes upward toward the side. As shown in FIG. 25, when the piston 5 is at the top dead center position, the

slopes

61 and 62 face each other close to the pent roof portion of the combustion chamber ceiling surface 6U and extend substantially parallel to the pent roof portion. Surface. Since the combustion chamber ceiling surface 6U is a deep pent roof type, the portion corresponding to each lateral upper surface 57 of the crown surface 50 protrudes in a frustum shape toward the combustion chamber ceiling surface 6U. In the following description, this frustum-shaped protruding portion may be referred to as a side upper surface portion 57.

The annular cavity 58 is formed so as to be biased toward the exhaust port side on the crown surface 50. As shown in FIG. 17, the convex portion 53 has an oval shape (oval shape) elongated in the X direction, that is, the dimension 53X in the X direction is larger than the dimension 53Y in the Y direction when viewed in the cylinder axial direction. The center 53 a of the convex portion 53 is offset from the center 5 a of the crown surface 50 (center 2 a of the cylinder 2) to the exhaust port side corresponding to the injector 18. Thereby, the center of the convex part 53 is located directly under the injector 18 (nozzle head 18N).

The annular cavity 58 includes an inner peripheral edge 581 and an outer peripheral edge 582 which are peripheral edges that define the annular cavity 58. The inner peripheral edge 581 is a boundary line with the convex portion 53, and the outer peripheral edge 582 is a boundary line with the intake side inclined surface portion 61, the exhaust side inclined surface portion 62, and the side upper surface 57.

Of the outer peripheral edge 582, the part on the exhaust side (exhaust side outer peripheral edge 582b) from the center 5a (line XXII-XXII in FIG. 17) of the crown surface 50 and the boundary line with the side upper surface 57 is The shape of the arc is along a substantially perfect circle centered on the center 5a. On the other hand, a portion on the intake port side (intake side outer peripheral edge 582a) from the center 5a of the crown surface 50 and a boundary line with the side upper surface 57 is an ellipse centering on the center 5a or in the Y direction. It has an arc shape along an elongated ellipse. Thus, as a result of the formation of the annular cavity 58 and the convex portion 53, the annular cavity 58 is biased toward the exhaust port side on the crown surface 50.

In the second embodiment, as shown in FIGS. 13 and 15, the spark plug 17 is disposed on the combustion chamber ceiling surface 6U in the opposite direction to the first embodiment. Specifically, the spark plug 17 has a plug recess 45 formed on the combustion chamber ceiling surface 6U, and the tip of the ground electrode 172, that is, the end on the opposite side of the facing portion 173, is in the combustion chamber as viewed in the cylinder axial direction. 6 is arranged so as to face the inside in the radial direction. In the second embodiment in which the combustion chamber ceiling surface 6U is a deep pent roof type and the crown surface 50 is provided with the intake-side inclined surface portion 61, the ignition plug 17 is arranged in this way, so that the compression stroke is performed. The scavenging effect around the ignition part 17A is enhanced. That is, in the second embodiment in which the intake side inclined surface portion 61 corresponding to the pent roof portion of the combustion chamber ceiling surface 6U is provided on the crown surface 50 of the piston 5, the intake side top surface 43 of the combustion chamber ceiling surface 6U is provided during the compression stroke. As the intake air or air-fuel mixture is compressed between the intake side plane portion 55 of the piston 5 and the intake side flat portion 55, the squish heads toward the combustion chamber ceiling surface 6U along the intake side inclined surface portion 61 as shown by arrows in FIG. A stream is generated. At this time, since the spark plug 17 is arranged so that the tip of the ground electrode 172 faces the radially inner side of the combustion chamber 6, the residual gas in the plug recess 45 can be easily pushed out by the squish flow. That is, the scavenging effect around the ignition part 17A is enhanced.

The cavity shape of the annular cavity 58 allows the fuel injected from the injector 18 to be smoothly wound up along the combustion chamber ceiling surface 6U when the piston 5 is at or near the compression top dead center position in mode I. It is made into a shape. More specifically, as shown in FIG. 25, the annular cavity 58 is located on the inner peripheral side of the annular cavity 58, and the fuel injected from the injector 18 when the piston 5 is at or near the compression top dead center position. A run-up portion 59a that guides outward along the convex portion 53, and a wind-up portion 59b that is located on the outer periphery of the run-up portion 59a and winds up the fuel guided along the run-up portion 59a toward the combustion chamber ceiling surface 6U. Including. The run-up portion 59a has a cross-sectional arc shape that smoothly continues to the convex portion 53, and the winding portion 59b has a cross-section arc shape having a smaller radius of curvature than the run-up portion 59a. In the portions corresponding to the intake-side inclined surface portion 61 and the exhaust-side inclined surface portion 62, the winding portion 59b extends to the upper side as much as the

inclined surface portions

61, 62 are provided. As a result, as shown by broken line arrows in FIG. 25, the fuel injected from the nozzle head 18N is effectively wound up along the pent roof portion of the combustion chamber ceiling surface 6U, and the fuel atomization is promoted. It has become.

Of the intake-side outer peripheral edge 582a of the annular cavity 58, the portion corresponding to the ends of the pair of side upper surfaces 57 (corresponding to the broken-line circle frame portion in FIG. 16 / the plug directing portion of the present invention) corresponds to the cylinder axis. It is curved and directed to the ignition part 17A of the spark plug 17 in a direction view. That is, if the intake-side outer peripheral edge 582a is extended from the portion corresponding to the ends of the pair of side upper surfaces 57, a pair of intake-side outer peripheral edges 582a of the intake-side outer peripheral edge 582a passes through the ignition portion 17A. A portion corresponding to the end of the side upper surface 57 is formed. Thereby, as shown by the arrow in FIG. 16, the air-fuel mixture flowing from the exhaust port side to the intake port side along the annular cavity 58 is guided toward the ignition portion 17A.

In the piston 5 of the second embodiment, as shown in FIGS. 18 to 20, a stepped portion 63 is formed on the outer periphery of the upper end of the piston head 5A of the piston 5. The step portion 63 is for forming a gap for allowing unburned gas to escape between the outer peripheral surface of the upper end portion of the piston head 5A and the inner peripheral surface of the cylinder 2 during the expansion stroke. Generation of sound is suppressed.

The above is the combustion chamber structure of the second embodiment. The combustion chamber structure of the second embodiment is such that the combustion chamber ceiling surface 6U is a deep pent roof type in order to increase the volume of the combustion chamber 6 and lower the compression ratio. Common to the first embodiment. Therefore, the combustion chamber structure of the second embodiment can enjoy substantially the same operational effects as the combustion chamber structure of the first embodiment. That is, when the piston 5 descends to the −Z side in the expansion stroke, a reverse squish flow that draws the air-fuel mixture toward the intake port is generated, and combustion is generated using the entire oxygen in the combustion chamber 6. It becomes possible to suppress a decrease in emission performance. Further, when the piston 5 rises toward the + Z side in the compression stroke, the swirl component (swirl flow FS) in the annular cavity 58 is lifted toward the ignition portion 17A of the spark plug 17. Therefore, the residual gas in the vicinity of the ignition part 17A of the spark plug 17 can be swept away, and the ignition stability can be improved.

(Third embodiment)
Next, the combustion chamber structure of the spark ignition type engine according to the third embodiment of the present invention will be described in detail. Since the basic structure of the third embodiment is the same as that of the second embodiment, in the following description, differences from the combustion chamber structure according to the second embodiment will be mainly described in detail.

FIG. 28 is a cross-sectional view of a principal part of an engine to which the engine combustion chamber structure according to the third embodiment is applied. FIGS. 29 to 32 show the piston 5. Specifically, FIG. 29 is a perspective view, FIG. 30 is a plan view, and FIGS. 31 and 32 are sectional views showing the piston 5, respectively. .

The crown surface 50 of the piston 5 of the third embodiment also has a cavity 5C (a cavity having a substantially circular outer edge when viewed in the cylinder axial direction), an intake side flat surface portion 55, an exhaust side flat surface portion 56, and a pair of side upper surfaces 57 (side surfaces). The configuration is the same as that of the second embodiment in that it includes an upper surface portion 57), an intake-side slope portion 61, and an exhaust-side slope portion 62. However, the specific structure is different from the second embodiment in the following points.

In the second embodiment, the crown surface 50 is provided with the cavity 5C including the convex portion 53 and the annular cavity 58 surrounding the convex portion 53. However, in the third embodiment, it is recessed downward (−Z side). One saddle-shaped cavity 5 C is provided on the crown surface 50.

This cavity 5C has a side elevation surface portion 512, an exhaust side elevation surface portion 513, an intake side elevation surface portion 514, and a bottom surface portion 511. Among these, the side elevation surface portion 512, the exhaust side elevation surface portion 513, and the intake side elevation surface portion 514 are disposed on the peripheral edge portion of the cavity 5C when the crown surface 50 of the piston 5 is viewed in plan view. . On the other hand, the bottom surface portion 511 is disposed in a region inside the cavity 5C.

As shown in FIG. 31, in the cavity 5C, the bottom surface portion 511 is configured with a curved surface with a radius of curvature R511, and the side vertical surface portion 512 is configured with a curved surface with a radius of curvature R512. Has been. The curvature radius R512 is smaller than the curvature radius R511. That is, the side vertical surface portion 512 is configured with a curved surface that rises in the Z direction from the bottom surface portion 511. The side surfaces 512 and the bottom surface 511 are in contact with each other at the boundary portion P51 between the curved surfaces.

As shown in FIG. 30, the side upright portions 512 are side surfaces of the cavity 5C corresponding to the side upper surface portions 57. As can be seen from FIG. 30 and FIG. When the piston 5 is at the compression top dead center (TDC), it rises to a position where the ignition portion 17A of the spark plug 17 can be sandwiched therebetween (see the two-dot chain line in FIG. 28). As a result, the side vertical surface portion 512 causes the air-fuel mixture to flow when the in-cylinder flow in the combustion chamber 6 is concentrated in the cavity 5C as the piston 5 rises during the compression stroke. It functions as a guide part that leads toward the ignition part 17A. Although not shown in detail, in the third embodiment, as in the first embodiment, the spark plug 17 has the tip of the ground electrode 172, that is, the end on the opposite side of the facing portion 173, in the cylinder axial direction. It arrange | positions so that it may face the radial direction outer side of the combustion chamber 6 in view.

Similarly to the side elevation surface portion 512, the exhaust side elevation surface portion 513 and the intake side elevation surface portion 514 are configured with curved surfaces that rise in the Z direction from the bottom surface portion 511, and are bounded by the bottom surface portion 511. It touches at the part. Then, as shown in FIG. 30, the exhaust side rising surface portion 513 is continuous with the exhaust side inclined surface portion 62 via a ridge line, and the intake side rising surface portion 514 is continuous with the intake side inclined surface portion 61 via a ridge line. ing.

Note that the engine body 1 according to the third embodiment establishes the operation in the mode II as described above and the combustion injection timing and ignition timing in the mode III shown in FIG. Mode II is employed during SI combustion, and mode III is primarily employed during SICI combustion. Therefore, mode II is mainly selected in the high engine speed range, and mode III is mainly selected in the high load / low speed range to the high load / medium speed range.

Mode III fuel injection periods PF3 and PF4 are the middle stage of the intake stroke and the latter stage of the compression stroke, and the ignition timing is the initial stage of the expansion stroke. That is, the timing T31 to T32 sandwiching the crank angle CA4 at which the piston 5 descends about half of the stroke from the TDC in the exhaust process is the preceding fuel injection period PF3, and the timing T33 in the latter stage of the compression process and immediately before the TDC in the compression stroke. Timing T34 is the subsequent fuel injection period PF4. Further, the ignition timing is a predetermined crank angle + CA5 timing T35 in the initial stage of the expansion stroke. CA4 is 70 ° after TDC. The start of the subsequent fuel injection period PF4 is, for example, 10 ° before TDC in the compression stroke. When the operation is established in the mode II and the mode III in this way, the final period (timing T22) of the mode II fuel injection period PF2 shown in FIG. 8 is, for example, the middle period of the compression process, and from the intake stroke to the compression stroke. The fuel may be injected all at once.

Also in the case of the combustion chamber structure of the third embodiment as described above, when the piston 5 descends to the −Z side in the expansion stroke, a reverse squish flow that draws the air-fuel mixture toward the intake port is generated, and the combustion Combustion is caused by using the entire oxygen in the chamber 6, and it is possible to suppress a decrease in emission performance.

In the third embodiment, the cavity 5C has a bowl shape that is recessed downward (in the direction away from the combustion chamber ceiling surface 6U), and there is no obstacle inside, that is, there is no obstacle on the bottom surface portion 511. In addition, the air-fuel mixture in the cavity 5C can be smoothly guided to the ignition part 17A of the spark plug 17, and flame propagation after ignition is smoothly executed.

Further, since the cavity 5C includes the side vertical surface portion 512 that sandwiches the ignition portion 17A of the spark plug 17 when the piston 5 is at the compression top dead center (TDC), as the piston 5 rises. When the in-cylinder flow in the combustion chamber 6 is concentrated in the cavity 5C, the air-fuel mixture is smoothly guided to the ignition portion 17A of the spark plug 17 and its periphery by the side vertical surface portion 512. Therefore, high ignitability is realized.

In particular, the side elevation surface portion 512 of the cavity 5C is configured with a curved surface, and the curvature radius R512 of the side elevation surface portion 512 is smaller than the curvature radius R511 of the bottom surface portion 511. In addition, the air-fuel mixture in the cavity 5C can be more smoothly guided to the ignition part 17A of the spark plug 17, and the flame formed by the ignition can be smoothly spread in the Y direction (in the engine output shaft direction) in the combustion chamber 6. be able to.

In the third embodiment, the engine body 1 is configured to perform fuel injection from the injector 18 toward the cavity 5C in the middle of the intake stroke where the in-cylinder flow is relatively weak. Spraying can be concentrated to prevent fuel from adhering to the inner wall surface of the cylinder 2. Accordingly, the air-fuel mixture can be satisfactorily present in and around the ignition portion 17A of the spark plug 17 at the time of ignition, thereby ensuring high ignitability of the air-fuel mixture.

[Modification]
As mentioned above, although embodiment as one aspect | mode of this invention was described, this invention is not limited to this, For example, the following modifications can also be employ | adopted.

(1) In the first embodiment, an example in which the small cavity 51 and the large cavity 52 are arranged so as to contact each other via the ridge line 54 is shown, but the present invention is not limited to this. . For example, the small cavity that is the first cavity and the large cavity that is the second cavity need only be disposed substantially adjacent to each other in terms of the flow of the air-fuel mixture (swirl flow FS) and flame propagation. May be separated.

In the first embodiment, the cavity 5C is configured by the combination of the small cavity 51 and the large cavity 52. However, an integral annular cavity may be configured, or three or more An annular cavity may be constituted by a combination of cavities.

(2) In the first to third embodiments, the intake-side flat portion 55 and the intake-side top surface 43 are each provided in a plane, but the present invention is not limited to this. For example, it may be configured with curved surfaces facing each other.

(3) In the first embodiment, the projected area of the large cavity 52 is larger than the projected area of the small cavity 51 for the small cavity 51 and the large cavity 52 provided on the crown surface 50 of the piston 5. Although the configuration in which the depth h2 of 52 is deeper than the depth h1 of the small cavity 51 is shown as an example, the present invention is not limited to this. For example, it is possible to make the large cavity and the small cavity have the same depth, and to make the volume of the large cavity larger than the volume of the small cavity only by the difference in projected area.

(4) In the first to third embodiments, the example in which the two intake side openings 41 are provided on the combustion chamber ceiling surface 6U has been described, but the intake air communicating with one of the intake side openings 41 is shown. A configuration may be adopted in which a swirl control valve is provided in the port 9 so that the swirl flow FS in the combustion chamber 6 can be actively generated.

In a situation where the swirl flow FS is actively used, one of the intake side openings 41 is closed by the swirl control valve, and a swirl flow that is a vortex around the cylinder axis (around the cylinder axis) can be easily generated. Thereby, for example, it is desirable to operate the swirl control valve in the above-described combustion of SI combustion or SICI combustion (modes II and III).

(5) In the first to third embodiments, the intake side opening 41 and the exhaust side opening 42 are opened in the combustion chamber ceiling surface 6U. However, the present invention is not limited to this. For example, it is good also as opening to the side surrounding surface of the cylinder 2 in the upper part of the combustion chamber 6. FIG.

(6) In the first to third embodiments, the ceiling surface of the combustion chamber 6 (combustion chamber ceiling surface 6U) is configured to have a relatively flat pent roof shape, but the present invention is limited to this. It is not a thing. For example, a higher ratio pent roof shape can be used. This is advantageous for generating a stronger tumble flow.

(7) In the first embodiment, the difference in the combustion chamber volume between the A portion and the B portion as shown in FIG. 9 and the intake side flat portion 55 and the intake side top surface 43 as shown in FIGS. 10A and 10B. However, the present invention is not limited to this. For example, the reverse squish flow generation unit may be configured only by the difference in the combustion chamber volume between the A part and the B part, and conversely, the combination of the intake side flat part 55 and the intake side top surface 43. It is good also as comprising a reverse squish flow production | generation part only by using.

(8) In the third embodiment, the cavity 5C of the piston 5 (XXXI-XXXI cross section in FIG. 30) is configured by a combination of one bottom surface portion 511 and two side upright surface portions 512. However, the present invention is not limited to this. For example, a cross-sectional configuration in which a curved surface or a flat surface is interposed between the bottom surface portion 511 and the side elevation surface portion 512 may be employed.

The summary of the present invention described above is as follows.

A combustion chamber structure of a spark ignition type engine according to an aspect of the present invention includes a crown surface of a piston, a combustion chamber ceiling surface formed on a cylinder head, an injector and a spark plug provided on the combustion chamber ceiling surface, And an intake port and an exhaust port opened in the ceiling surface of the combustion chamber.

In the combustion chamber structure of the engine according to this aspect, in a plan view from one side in the cylinder axial direction, the side where the ignition port is opened is defined as the combustion chamber on the side where the ignition portion of the ignition plug is disposed. When the intake port side and the side where the exhaust port is opened are the exhaust port side of the combustion chamber, the injector is configured to be able to inject fuel toward at least the exhaust port side. And in the combustion chamber structure of the engine which concerns on this situation, the reverse squish flow production | generation part which draws in air-fuel mixture to the said inlet side accompanying the movement (falling) of the said piston during an expansion stroke is provided in the combustion chamber. Become.

In the combustion chamber structure of the engine according to the above aspect, since the injector is configured so that fuel can be injected toward the exhaust port side, atomization can be performed in a short time even in a high-load operation region where the combustion chamber becomes high temperature. Is possible. Therefore, in the said situation, generation | occurrence | production of the pre-ignition in a high load driving | operation area | region can be suppressed.

Further, in the combustion chamber structure of the engine according to the above aspect, since the reverse squish flow generating portion is formed in the combustion chamber, the air-fuel mixture atomized on the exhaust port side as the piston descends during the expansion stroke. Can be pulled into the spark plug. Therefore, in the above aspect, the combustion in the entire combustion chamber can be caused to occur, and a reduction in emission performance can be suppressed.

Therefore, in the combustion chamber structure of the engine according to the above aspect, it is possible to suppress the occurrence of pre-ignition even in the operation in the high load operation region, and it is possible to suppress the deterioration of the emission performance by homogeneous combustion in the entire combustion chamber. is there.

In the combustion chamber structure for an engine according to another aspect of the present invention, in the above aspect, the combustion chamber is configured to have a smaller volume on the intake port side than on the exhaust port side, and the reverse squish flow generator However, the combustion chamber volume is different between the intake port side and the exhaust port side.

In the combustion chamber structure of the engine according to the above aspect, the reverse squish flow generating portion is formed by the difference in the combustion chamber volume between the intake port side and the exhaust port side, so that the piston descends during the expansion stroke. Accordingly, an air flow (reverse squish flow) from the central portion of the combustion chamber (and the exhaust port side) toward the intake port side can be generated. Therefore, combustion can be generated using oxygen in the entire combustion chamber, and a reduction in emission performance can be suppressed.

In the above aspect, the combustion chamber structure of the engine according to another aspect of the present invention has a partial region of the combustion chamber ceiling surface and a partial region of the crown surface of the piston on the intake port side of the combustion chamber. In addition, regions that are opposed to each other in a state along each other and that are closer to each other than a central region in the radial direction of the combustion chamber are formed. And in this aspect, the said reverse squish flow production | generation part is comprised by the combination of the partial area | region of the said combustion chamber ceiling surface which adjoins mutually, and the partial area | region of the crown surface of the said piston.

In the combustion chamber structure of the engine according to the above aspect, the reverse squish flow generator is configured by a partial region of the combustion chamber ceiling surface and a partial region of the crown surface of the piston that are along and close to each other. The reverse squish flow can be generated in the combustion chamber by utilizing the negative pressure between the regions generated after the piston passes through the compression top dead center.

Therefore, in the above aspect, it is possible to cause combustion using oxygen in the entire combustion chamber and suppress a decrease in emission performance.

In the combustion chamber structure for an engine according to another aspect of the present invention, in the above aspect, a partial region of the combustion chamber ceiling surface and a partial region of the crown surface of the piston are flat surfaces.

In the engine combustion chamber structure according to the above aspect, the partial region of the combustion chamber ceiling surface and the partial region of the crown surface of the piston are each configured as a flat surface, and thus these regions are configured as curved surfaces. Compared with the case where it does, manufacture is easy and it becomes possible to provide a reverse squish flow production | generation part, suppressing the raise in manufacturing cost.

In the above aspect, the combustion chamber structure of the engine according to another aspect of the present invention is such that the combustion chamber ceiling surface and the crown surface of the piston face each other along the exhaust port side in the combustion chamber, Regions closer to each other than the central region in the radial direction of the combustion chamber are formed, and in a plan view from one side in the cylinder axis direction, the combustion chamber ceiling surface on the exhaust port side and the crown surface of the piston The areas facing each other have a smaller area than the reverse squish flow generator.

In the combustion chamber structure of the engine according to the above aspect, a region where the combustion chamber ceiling surface and the crown surface of the piston face each other is also provided on the exhaust port side. On the other hand, it can suppress that a fuel adheres. Therefore, in the above aspect, deposits can be suppressed.

Further, in the combustion chamber structure of the engine according to the above aspect, the area of the region where the combustion chamber ceiling surface and the crown surface of the piston face each other in a plan view is set to the reverse squish flow generation unit (on the intake port side, Since the area is smaller than the area where the ceiling surface and the crown surface of the piston face each other, the generation of the reverse squish flow when the piston descends is unlikely to be hindered.

According to another aspect of the present invention, there is provided a combustion chamber structure for an engine according to the above aspect, wherein the crown surface of the piston includes a cavity that is recessed in a cylinder axial direction, and the cavity has a bottom surface depth that is the exhaust gas. It is formed so as to become gradually shallower from the mouth side toward the ignition part side of the spark plug.

In the combustion chamber structure of the engine according to the above aspect, the bottom surface of the cavity is formed so that the depth gradually decreases toward the ignition plug ignition portion side. The swirl component is lifted toward the ignition part of the spark plug. Therefore, the mixture of fresh air and fuel is guided to the vicinity of the ignition part of the spark plug, and the residual gas in the vicinity of the ignition part can be swept away.

In the engine combustion chamber structure according to the above aspect, the air-fuel mixture is smoothly guided toward the ignition portion of the spark plug even when the reverse squish flow generated when the piston is lowered is used.

The combustion chamber structure of an engine according to another aspect of the present invention is the above-described aspect, in a plan view from one side in the cylinder axial direction, wherein the cavity is annular in a state where a part thereof overlaps with an ignition part of the spark plug. Formed.

In the engine combustion chamber structure according to the above aspect, since the cavity is formed in an annular shape, as the piston approaches the compression top dead center, the air-fuel mixture flows from the relatively hot exhaust port side to the relatively cool intake port. It is led to the vicinity of the ignition part of the spark plug. And since it is arrange | positioned so that the ignition part of a spark plug may overlap with a part of cavity in planar view, the outstanding ignitability is securable.

In the combustion chamber structure for an engine according to another aspect of the present invention, the ceiling surface of the combustion chamber is formed in a pent roof shape.

In the engine combustion chamber structure according to the above aspect, since the ceiling surface of the combustion chamber (cylinder) is formed in a pent roof shape, a tumble flow can be formed in the combustion chamber, and homogeneous combustion in the entire combustion chamber can be achieved. Is possible.

The combustion chamber structure of an engine according to another aspect of the present invention is the above aspect, wherein the outer edge of the cavity has a plug directing portion that curves toward the ignition portion of the spark plug as viewed in the cylinder axial direction.

In the combustion chamber structure of the engine according to the above aspect, the air-fuel mixture guided along the cavity is guided well near the ignition part of the spark plug. Therefore, excellent ignitability can be ensured.

The combustion chamber structure of the engine according to another aspect of the present invention is the above-described aspect, wherein a partial area of the crown surface of the piston is an intake side plane portion positioned closer to the intake port than an area corresponding to the spark plug; An intake-side inclined surface portion that is located between the intake-side flat portion and a region corresponding to the spark plug and inclines upward from the intake port side toward the exhaust port side is formed. The ignition part has an L-shaped ground electrode in a side view, and the tip of the ground electrode faces inward in the radial direction of the cylinder in a plan view from one side in the cylinder axial direction.

In the combustion chamber structure of the engine according to the above aspect, when the piston moves (rises) in the compression stroke, the air-fuel mixture (intake) is compressed between the combustion chamber ceiling surface and the intake-side flat portion of the piston, and the intake-side inclined surface portion A squish flow toward the combustion chamber ceiling is generated. At this time, since the spark plug is disposed so that the tip of the ground electrode faces the inside in the radial direction of the cylinder, the residual gas can be easily pushed out by the squish flow, and the scavenging effect around the ignition portion is enhanced.

The combustion chamber structure of the engine according to another aspect of the present invention is the above-described aspect, wherein the crown surface of the piston is closer to the exhaust port side than the reverse squish flow generation unit in a plan view from one side in the cylinder axial direction. It includes a bowl-shaped cavity that is recessed in the axial direction at the position.

In the engine combustion chamber structure according to the above aspect, the air-fuel mixture is concentrated in the cavity as the piston rises during the compression stroke, and is atomized on the exhaust port side as the piston descends during the expansion stroke. The air-fuel mixture is led to the ignition part of the spark plug and the vicinity thereof. Therefore, high ignitability of the air-fuel mixture can be ensured. In particular, since there is no obstacle inside the cavity, the air-fuel mixture can be smoothly guided to the spark plug, and flame propagation after ignition can be executed smoothly.

In the combustion chamber structure of the engine according to the above aspect, the cavity is configured with a curved surface curved in the cylinder axial direction, and in the plan view from one side in the cylinder axial direction, Of these, both side portions in the engine output shaft direction are configured with curved surfaces having a smaller radius of curvature than the region inside the peripheral edge.

In the combustion chamber structure of the engine according to the above aspect, the air-fuel mixture in the cavity is smoother because both side portions in the engine output shaft direction of the peripheral portion of the cavity rise compared to the inner region. The flame led to the spark plug and formed by ignition spreads smoothly in the direction of the engine output shaft in the combustion chamber.

In the above aspect, the combustion chamber structure for an engine according to another aspect of the present invention is configured so that both sides of the peripheral portion of the cavity in the engine output shaft direction have the ignition portion when the piston is at the compression top dead center position. It is in a position that can be sandwiched between them.

In the combustion chamber structure of the engine according to the above aspect, when the in-cylinder flow in the combustion chamber is concentrated in the cavity as the piston rises during the compression stroke, the air-fuel mixture is well guided to the spark plug and its surroundings. It is burned. Therefore, higher ignitability can be ensured.

In the engine combustion chamber structure according to another aspect of the present invention, in the above aspect, the cavity partially overlaps with the ignition part of the spark plug in a plan view from one side in the cylinder axial direction.

In the engine combustion chamber structure according to the above aspect, as the piston approaches compression top dead center, the air-fuel mixture flows from the relatively hot exhaust port side to the relatively cold intake port side, and the ignition part of the ignition plug Guided to the neighborhood. And since it is arrange | positioned so that the ignition part of a spark plug may overlap with a part of cavity in planar view, the outstanding ignitability is securable.

The combustion chamber structure of the engine according to another aspect of the present invention is the above-described aspect, wherein a partial area of the crown surface of the piston is an intake side plane portion positioned closer to the intake port than an area corresponding to the spark plug; An intake-side inclined surface portion that is located between the intake-side flat portion and a region corresponding to the spark plug and inclines upward from the intake port side toward the exhaust port side is formed. The ignition part has an L-shaped ground electrode in a side view, and the tip of the ground electrode faces the outside in the radial direction of the cylinder in a plan view from one side in the cylinder axial direction.

In the combustion chamber structure of the engine according to the above aspect, when the piston moves (rises) in the compression stroke, the air-fuel mixture (intake) is compressed between the combustion chamber ceiling surface and the intake-side flat portion of the piston, and the intake-side inclined surface portion A squish flow toward the combustion chamber ceiling is generated. At this time, residual gas is pushed out by the squish flow, thereby enhancing the scavenging effect around the ignition part.

Claims

A combustion chamber structure of a spark ignition type engine,
The crown of the piston,
A combustion chamber ceiling surface formed on the cylinder head;
An injector and a spark plug provided on the combustion chamber ceiling surface;
An intake port and an exhaust port opened in the ceiling surface of the combustion chamber;
With
In a plan view from one side in the cylinder axis direction, the location where the ignition portion of the ignition plug is disposed is used as a reference, and the side where the intake port is opened is the intake port side of the combustion chamber and the exhaust port is opened. When the other side is the exhaust port side of the combustion chamber,
The injector is configured to be able to inject fuel toward at least the exhaust port side,
A combustion chamber structure of an engine, wherein the combustion chamber is provided with a reverse squish flow generation unit that draws an air-fuel mixture toward the intake port as the piston moves during an expansion stroke.
The engine combustion chamber structure according to claim 1,
The combustion chamber is configured to have a smaller volume on the intake port side than on the exhaust port side,
The reverse squish flow generation unit is a combustion chamber structure of an engine configured with a difference in the combustion chamber volume between the intake port side and the exhaust port side.
The engine combustion chamber structure according to claim 1,
On the intake port side of the combustion chamber, a partial region of the combustion chamber ceiling surface and a partial region of the crown surface of the piston face each other in a state along each other, and a radial central region of the combustion chamber Regions closer to each other are formed,
The engine combustion chamber structure, wherein the reverse squish flow generation unit is configured by a combination of a partial region of the ceiling surface of the combustion chamber and a partial region of the crown surface of the piston that are close to each other.
The engine combustion chamber structure according to claim 3,
The combustion chamber structure of an engine, wherein a partial region of the combustion chamber ceiling surface and a partial region of the crown surface of the piston are flat surfaces.
The engine combustion chamber structure according to claim 3 or 4,
The combustion chamber ceiling surface and the crown surface of the piston face each other along the exhaust port side in the combustion chamber, and a region closer to each other than the central region in the radial direction of the combustion chamber is formed. And
In a plan view from one side in the cylinder axis direction, an area where the combustion chamber ceiling surface and the crown surface of the piston face each other on the exhaust port side is smaller than the reverse squish flow generating portion. Combustion chamber structure.
The engine combustion chamber structure according to any one of claims 1 to 5,
The crown surface of the piston includes a cavity that is recessed in the cylinder axial direction,
The combustion chamber structure of the engine, wherein the cavity is formed so that the depth of the bottom surface gradually becomes shallower from the exhaust port side toward the ignition part side of the ignition plug.
The engine combustion chamber structure according to claim 6,
A combustion chamber structure of an engine, wherein the cavity is formed in an annular shape in a state of being partially overlapped with an ignition part of the spark plug in a plan view from one side in the cylinder axis direction.
The engine combustion chamber structure according to any one of claims 1 to 7,
The combustion chamber structure of the engine, wherein the combustion chamber ceiling surface is formed in a pent roof shape.
The engine combustion chamber structure according to claim 7,
The combustion chamber structure of the engine, wherein the outer edge of the cavity has a plug directing portion that curves toward the ignition portion of the spark plug as viewed in the cylinder axial direction.
The engine combustion chamber structure according to claim 3,
As a partial region of the crown surface of the piston, an intake side plane portion located closer to the intake port than a region corresponding to the spark plug, and a position between the intake side plane portion and the region corresponding to the spark plug And an intake side slope portion that is inclined upwardly from the intake side toward the exhaust side,
The ignition plug has an ignition electrode in which the ignition part has an L-shaped ground electrode in a side view, and a tip of the ground electrode faces a radially inner side of the cylinder in a plan view from one side in the cylinder axial direction. Combustion chamber structure.
In the combustion chamber structure of the engine according to any one of claims 1 to 5,
The top surface of the piston includes a bowl-shaped cavity that is recessed in the cylinder axial direction at a position closer to the exhaust port than the reverse squish flow generating portion in a plan view from one side in the cylinder axial direction. Engine combustion chamber structure.
The engine combustion chamber structure according to claim 11,
The cavity is configured with a curved surface curved in the cylinder axial direction,
In plan view from one side in the cylinder axis direction, both side portions in the engine output axis direction of the peripheral portion of the cavity are configured with curved surfaces having a smaller radius of curvature than the region inside the peripheral portion. The engine combustion chamber structure.
The engine combustion chamber structure according to claim 12,
The combustion chamber structure of the engine, wherein both side portions in the engine output axis direction of the peripheral portion of the cavity are in positions where the ignition portion can be sandwiched when the piston is at the compression top dead center position.
A combustion chamber structure for an engine according to any one of claims 11 to 13,
The combustion chamber structure of the engine, wherein the cavity partially overlaps with the ignition part of the spark plug in a plan view from one side in the cylinder axis direction.
The engine combustion chamber structure according to any one of claims 11 to 14,
The combustion chamber structure of the engine, wherein the combustion chamber ceiling surface is formed in a pent roof shape.
The engine combustion chamber structure according to any one of claims 11 to 15,
As a partial region of the crown surface of the piston, an intake side plane portion located closer to the intake port than a region corresponding to the spark plug, and a position between the intake side plane portion and the region corresponding to the spark plug And an intake side slope portion that is inclined upwardly from the intake side toward the exhaust side,
The ignition plug has an ignition electrode in which the ignition portion has an L-shaped ground electrode in a side view, and a tip of the ground electrode faces a radially outer side of the cylinder in a plan view from one side in the cylinder axial direction. Combustion chamber structure.