JP2874689B2 - In-cylinder internal combustion engine - Google Patents
In-cylinder internal combustion engineInfo
- Publication number
- JP2874689B2 JP2874689B2 JP9118438A JP11843897A JP2874689B2 JP 2874689 B2 JP2874689 B2 JP 2874689B2 JP 9118438 A JP9118438 A JP 9118438A JP 11843897 A JP11843897 A JP 11843897A JP 2874689 B2 JP2874689 B2 JP 2874689B2
- Authority
- JP
- Japan
- Prior art keywords
- valve
- piston
- spark plug
- fuel
- fuel injection
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 42
- 239000000446 fuel Substances 0.000 claims description 92
- 238000002347 injection Methods 0.000 claims description 57
- 239000007924 injection Substances 0.000 claims description 57
- 230000002093 peripheral effect Effects 0.000 claims description 14
- 239000000203 mixture Substances 0.000 description 11
- 238000010586 diagram Methods 0.000 description 7
- 238000013459 approach Methods 0.000 description 3
- 239000000779 smoke Substances 0.000 description 2
- 238000009834 vaporization Methods 0.000 description 2
- 230000008016 vaporization Effects 0.000 description 2
- 230000001154 acute effect Effects 0.000 description 1
- 238000010304 firing Methods 0.000 description 1
- 239000008240 homogeneous mixture Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
-
- 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
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は筒内噴射式内燃機関
に関する。The present invention relates to a direct injection internal combustion engine.
【０００２】[0002]
【従来の技術】燃焼室頂部のほぼ中央部に点火栓を配置
し、燃焼室内に燃料を噴射するようにした筒内噴射式内
燃機関において、燃料噴射量の少ない機関低負荷運転時
に噴射燃料を良好に着火燃焼せしめるには噴射燃料を点
火栓周りに集める必要がある。 そこで燃焼室頂部のほぼ
中央部に点火栓を配置し、燃焼室頂部の周縁部に燃料噴
射弁を配置し、燃料噴射弁の下方から点火栓の下方まで
延びる円形浅皿状の凹溝をピストン頂面上に形成し、燃
焼室内にシリンダ軸線回りの旋回流を発生させてこの旋
回流により浅皿状凹溝内に凹溝の周壁面に沿って旋回す
る旋回流を発生させ、燃料噴射弁から浅皿状凹溝の一側
に噴射された燃料を旋回流により浅皿状凹溝の周壁面に
沿って浅皿状凹溝の他側に位置する点火栓周りに運び、
点火栓周りに運ばれた噴射燃料を点火栓により着火せし
めるようにした筒内噴射式内燃機関が公知である（実開
平１−１２４０４２号公報参照）。2. Description of the Related Art An ignition plug is disposed at approximately the center of the top of a combustion chamber.
And the in-cylinder injection system that injects fuel into the combustion chamber
During low-load engine operation with low fuel injection in a fuel engine
In order to make the injected fuel ignite and burn well,
Need to collect around the hydrant. So almost at the top of the combustion chamber
An ignition plug is placed in the center, and fuel is injected into the periphery of the top of the combustion chamber.
Arrange the injection valve, from below the fuel injection valve to below the spark plug
A circular shallow dish-shaped groove extending on the top of the piston
A swirling flow is generated around the cylinder axis in the firing chamber,
Swirl into the shallow dish-shaped groove along the peripheral wall of the groove by circulating flow
A swirling flow is generated, and one side of the shallow dish-shaped groove is
Fuel injected into the shallow dish-shaped groove by swirling flow
Along the spark plug located on the other side of the shallow dish-shaped groove,
The fuel injected around the spark plug is ignited by the spark plug.
Mel so the in-cylinder injection type internal combustion engine is known (see Japanese Patent real-Open No. 1-124042).
【０００３】[0003]
【発明が解決しようとする課題】本発明はこの公知の筒
内噴射式内燃機関とは異なり、シリンダ軸線を含む平面
内において旋回する旋回流を発生させ、この旋回流によ
り、より一層確実に点火栓周りに噴射燃料を集めるよう
にした筒内噴射式内燃機関を提供することにある。 SUMMARY OF THE INVENTION The present invention relates to this known cylinder.
Unlike the internal injection type internal combustion engine, a plane containing the cylinder axis
Generates a swirling flow that swirls in the
To collect the injected fuel around the spark plug even more reliably.
To provide an in-cylinder injection type internal combustion engine.
【０００４】[0004]
【課題を解決するための手段】即ち、１番目の発明によ
れば、シリンダヘッド内壁面の中央部に点火栓を配置
し、シリンダヘッド内壁面の一側に給気弁を配置すると
共にシリンダヘッド内壁面の他側に排気弁を配置し、点
火栓に関し吸気弁側のシリンダヘッド内壁面周縁部に燃
料噴射弁を配置し、給気弁は点火栓側の給気弁弁体周縁
部が点火栓から最も離れた給気弁弁体周縁部よりもピス
トンから離れるように傾斜配置されており、排気弁は点
火栓側の排気弁弁体周縁部が点火栓から最も離れた排気
弁弁体周縁部よりもピストンから離れるように傾斜配置
されており、ピストン頂面の中央部が点火栓に向けて隆
起せしめられると共に点火栓下方のピストン頂面***中
央部から燃料噴射弁の下方まで延びる凹溝がピストン頂
面上に形成され、燃料噴射弁と点火栓を含みシリンダ軸
線に沿って延びる平面内における凹溝の断面形状を下に
凸のほぼ円弧状に形成すると共にこの平面と直交する平
面内における凹溝中央部の横断面形状を下に凸のほぼ円
弧状に形成し、シリンダ軸線に関し凹溝と反対側のピス
トン頂面部分の形状を、ピストンが上死点に達したとき
にシリンダヘッド内壁面との間においてスキッシュエリ
アを形成する形状に形成し、吸入空気を給気弁から給気
弁下方のシリンダ内壁面に沿うように燃焼室内に流入さ
せることによって給気弁下方のシリンダ内壁面に沿って
下降した後ピストン頂面上において向きを変え次いで排
気弁下方において上昇する旋回流を燃焼室内に発生さ
せ、燃料噴射弁から凹溝内に向けて噴射された燃料を凹
溝の底壁面により案内して点火栓の下方から点火栓周り
に向かわせるようにしている。即ち、噴射燃料は凹溝の
底壁面に沿いつつ点火栓の下方から点火栓に向かい、点
火栓周りに形成された混合気が点火栓により着火燃焼せ
しめられる。 That is, according to the first aspect,
A spark plug is located at the center of the cylinder head inner wall.
When the air supply valve is arranged on one side of the inner wall surface of the cylinder head,
In both cases, place an exhaust valve on the other side of the cylinder head inner wall,
The fuel on the inner wall of the cylinder head near the intake valve
The fuel injection valve is arranged, and the air supply valve is located on the periphery of the air supply valve
Is more pierced than the periphery of the charge valve valve body, which is farthest from the spark plug.
Ton away from the ton
Exhaust valve on the flank side
Inclined to be farther from the piston than the periphery of the valve body
The center of the top of the piston rises toward the spark plug.
Raised and the top of the piston under the spark plug rising
A concave groove extending from the center to below the fuel injection valve is the top of the piston
A cylinder shaft formed on a surface and including a fuel injection valve and a spark plug
The cross-sectional shape of the groove in the plane extending along the line
It is formed in a convex, substantially arcuate shape and has a flat surface perpendicular to this plane.
The cross-sectional shape of the central part of the groove in the plane is a substantially circular convex downward
Pisces formed in an arc shape and opposite to the concave groove with respect to the cylinder axis
When the piston reaches the top dead center
Between the inner surface of the cylinder head and the squish
Air to the intake valve from the air supply valve.
Into the combustion chamber along the inner wall of the cylinder below the valve.
This causes a swirling flow that descends along the inner wall surface of the cylinder below the intake valve, changes direction on the top surface of the piston, and then rises below the exhaust valve in the combustion chamber, and is directed from the fuel injection valve into the groove. The injected fuel
Guided by the bottom wall of the groove, around the spark plug from below the spark plug
I try to go to. That is, the injected fuel is
Point along the bottom wall from below the spark plug to the spark plug,
The mixture formed around the hydrant is ignited and burned by the ignition plug.
Can be squeezed.
【０００５】２番目の発明では１番目の発明において、
凹溝がほぼ球面状をなす。３番目の発明では１番目の発
明において、一対の給気弁を具備し、給気弁と給気弁と
の間の下方に燃料噴射弁を配置している。 [0005] In the first invention in the second invention,
The concave groove has a substantially spherical shape. In the third invention, the first
In the following, a pair of air supply valves are provided, and an air supply valve and an air supply valve are provided.
The fuel injection valve is arranged below the space between the fuel injection valves.
【０００６】[0006]
【発明の実施の形態】図１から図３は本発明を筒内噴射
式２サイクル機関に適用した場合を示している。図１お
よび図３を参照すると、１はシリンダブロック、２はシ
リンダブロック１内で往復動するピストン、３はシリン
ダブロック１上に固定されたシリンダヘッド、４はシリ
ンダヘッド３の内壁面３ａとピストン２の頂面間に形成
された燃焼室を夫々示す。シリンダヘッド内壁面３ａ上
には凹溝５が形成され、この凹溝５の底壁面をなすシリ
ンダヘッド内壁面部分３ｂ上に一対の給気弁６が配置さ
れる。一方、凹溝５を除くシリンダヘッド内壁面部分３
ｃは傾斜したほぼ平坦をなし、このシリンダヘッド内壁
面部分３ｃ上に一対の排気弁７が配置される。シリンダ
ヘッド内壁面部分３ｂとシリンダヘッド内壁面部分３ｃ
は凹溝５の周壁８を介して互いに接続されている。この
凹溝周壁８は給気弁６の周縁部に極めて近接配置されか
つ給気弁６の周縁部に沿って円弧状に延びる一対のマス
ク壁８ａと、給気弁６間に位置する新気ガイド壁８ｂ
と、シリンダヘッド内壁面３ａの周壁と給気弁６間に位
置する一対の新気ガイド壁８ｃとにより構成される。各
マスク壁８ａは最大リフト位置にある給気弁６よりも下
方まで燃焼室４に向けて延びており、従って排気弁７側
に位置する給気弁６周縁部と弁座９間の開口は給気弁６
の開弁期間全体に亙ってマスク壁８ａにより閉鎖される
ことになる。また、各新気ガイド壁８ｂ，８ｃはほぼ同
一平面内に位置しており、更にこれらの新気ガイド壁８
ｂ，８ｃは両給気弁６の中心を結ぶ線に対してほぼ平行
に延びている。点火栓10はシリンダヘッド内壁面３ａの
中心に位置するようにシリンダヘッド内壁面部分３ｃ上
に配置されている。一方、排気弁７に対しては排気弁７
と弁座１１間の開口を覆うマスク壁が設けられておら
ず、従って排気弁７が開弁すると排気弁７と弁座１１間
に形成される開口はその全体が燃焼室４内に開口するこ
とになる。なお、図１に示されるように給気弁６は点火
栓１０側の給気弁弁体周縁部が点火栓１０から最も離れ
た給気弁弁体周縁部よりもピストン２から離れるように
傾斜配置されており、排気弁７は点火栓１０側の排気弁
弁体周縁部が点火栓１０か ら最も離れた排気弁弁体周縁
部よりもピストン２から離れるように傾斜配置されてい
る。 1 to 3 show a case where the present invention is applied to a direct injection two-cycle engine. 1 and 3, reference numeral 1 denotes a cylinder block, 2 denotes a piston that reciprocates in the cylinder block 1, 3 denotes a cylinder head fixed on the cylinder block 1, and 4 denotes an inner wall surface 3a of the cylinder head 3 and the piston. 2 shows a combustion chamber formed between the top surfaces of the two. A concave groove 5 is formed on the cylinder head inner wall surface 3a, and a pair of air supply valves 6 are arranged on the cylinder head inner wall surface portion 3b that forms the bottom wall surface of the concave groove 5. On the other hand, the cylinder head inner wall surface portion 3 excluding the concave groove 5
"c" is substantially flat and inclined, and a pair of exhaust valves 7 are arranged on the inner wall surface portion 3c of the cylinder head. Cylinder head inner wall surface portion 3b and cylinder head inner wall surface portion 3c
Are connected to each other via the peripheral wall 8 of the concave groove 5. This concave groove peripheral wall 8 is disposed very close to the peripheral edge of the air supply valve 6, and extends between the pair of mask walls 8 a in an arc shape along the peripheral edge of the air supply valve 6. Guide wall 8b
And a pair of fresh air guide walls 8 c located between the peripheral wall of the cylinder head inner wall surface 3 a and the air supply valve 6. Each mask wall 8a extends toward the combustion chamber 4 below the intake valve 6 at the maximum lift position, so that the opening between the peripheral portion of the intake valve 6 located on the exhaust valve 7 side and the valve seat 9 is formed. Air supply valve 6
Is closed by the mask wall 8a over the entire valve opening period. The fresh air guide walls 8b and 8c are located in substantially the same plane.
b and 8c extend substantially parallel to a line connecting the centers of the two supply valves 6. The ignition plug 10 is disposed on the cylinder head inner wall surface portion 3c so as to be located at the center of the cylinder head inner wall surface 3a. On the other hand, the exhaust valve 7
No mask wall is provided to cover the opening between the valve and the valve seat 11, so that when the exhaust valve 7 opens, the entire opening formed between the exhaust valve 7 and the valve seat 11 opens into the combustion chamber 4. Will be. In addition, as shown in FIG.
The periphery of the supply valve valve body on the side of the plug 10 is farthest from the ignition plug 10.
So that it is farther from the piston 2 than the peripheral edge of the supply valve
The exhaust valve 7 is disposed at an angle, and the exhaust valve 7 is an exhaust valve on the side of the ignition plug 10.
Farthest exhaust valve valve member peripheral valve body periphery is the spark plug 10 or al
Is arranged so as to be more distant from the piston 2 than the part.
You.
【０００７】シリンダヘッド３内には給気弁６に対して
給気ポート１２が形成され、排気弁７に対して排気ポー
ト１３が形成される。一方、両給気弁６の間のシリンダ
ヘッド内壁面３ａの周縁部には燃料噴射弁１４が配置さ
れ、この燃料噴射弁１４から燃料が燃焼室４内に向けて
噴射される。図１に示されるようにピストン２の頂面の
中央部は点火栓１０に向けて***せしめられており、ピ
ストン２の頂面上には点火栓１０下方のピストン頂面隆
起中央部から燃料噴射弁１４の先端部の下方まで延びる
凹溝１５が形成される。図１および図２に示される実施
例ではこの凹溝１５は点火栓１０と燃料噴射弁１４とを
含む垂直平面Ｋ−Ｋに対して対称なほぼ球面状をなす。
即ち、この凹溝１５は燃料噴射弁１４と点火栓１０を含
みシリンダ軸線に沿って延びる平面内における断面形状
が下に凸のほぼ円弧状に形成され、かつこの平面と直交
する平面内における中央部の横断面形状が下に凸のほぼ
円弧状に形成されている。また、ピストン２の頂面の中
心部には凹溝１５よりも曲率の小さな球面状をなす凹所
１６が形成される。この凹所１６も垂直平面Ｋ−Ｋ上に
形成されており、この凹所１６は凹溝１５の凹状内壁面
の上方部に開口している。図１に示すように、ピストン
２が上死点に達すると点火栓１０が凹所１６内に侵入す
る。一方、凹所１６に関して凹溝１５と反対側のピスト
ン２の頂面部分２ａは傾斜したほぼ平坦面から形成さ
れ、図１に示すようにピストン２が上死点に達するとシ
リンダヘッド内壁面部分３ｃとピストン頂面部分２ａ間
にはスキッシュエリア１７が形成される。In the cylinder head 3, an air supply port 12 is formed for the air supply valve 6, and an exhaust port 13 is formed for the exhaust valve 7. On the other hand, a fuel injection valve 14 is disposed on the peripheral portion of the cylinder head inner wall surface 3 a between the two supply valves 6, and fuel is injected from the fuel injection valve 14 into the combustion chamber 4. The top face of the piston 2 as shown in FIG. 1
The central portion is raised toward the spark plug 10, and on the top surface of the piston 2, the top of the piston below the spark plug 10 is raised.
A recessed groove 15 is formed extending from the central portion to below the tip of the fuel injection valve 14. In the embodiment shown in FIGS. 1 and 2, the groove 15 has a substantially spherical shape symmetrical with respect to a vertical plane KK including the ignition plug 10 and the fuel injection valve 14.
That is, the groove 15 includes the fuel injection valve 14 and the spark plug 10.
Section in a plane extending along the cylinder axis
Is formed in a substantially arc shape convex downward, and is orthogonal to this plane.
The cross-sectional shape of the central part in the plane
It is formed in an arc shape. In the center of the top surface of the piston 2, a spherical recess 16 having a smaller curvature than the concave groove 15 is formed. The recess 16 is also formed on the vertical plane KK, and the recess 16 opens above the concave inner wall surface of the groove 15. As shown in FIG. 1, when the piston 2 reaches the top dead center, the ignition plug 10 enters the recess 16. On the other hand, the top surface portion 2a of the piston 2 opposite to the concave groove 15 with respect to the concave portion 16 is formed of an inclined substantially flat surface, and when the piston 2 reaches the top dead center as shown in FIG. A squish area 17 is formed between 3c and the piston top surface portion 2a.
【０００８】図４に示されるように図１から図３に示す
実施例では排気弁７が給気弁６よりも先に開弁し、排気
弁７が給気弁６よりも先に閉弁する。また、図４におい
てＩ l は機関低負荷運転時における燃料噴射時期を示し
ており、Ｉh1およびＩh2は機関高負荷運転時における燃
料噴射時期を示している。従って図４から機関高負荷運
転時には２回に分けて燃料噴射が行われることがわか
る。更に図４に示されるように機関高負荷運転時におけ
る第１回目の燃料噴射Ｉh1は排気弁７が閉弁したとき、
或いは排気弁７が閉弁する前後において行われ、第２回
目の燃料噴射Ｉh2は上死点ＴＤＣ前５０度から８０度程
度において行われることがわかる。また、機関低負荷運
転時における燃料噴射時期Ｉl は機関高負荷運転時にお
ける第２回目の燃料噴射時期Ｉh2よりも遅いことがわか
る。[0008] As shown in FIG. 4, FIG.
In the embodiment, the exhaust valve 7 opens before the air supply valve 6 and the exhaust valve 7 is opened.
The valve 7 closes before the air supply valve 6. Also, in FIG.
I lIndicates the fuel injection timing during low engine load operation.
And Ih1And Ih2Is the fuel during high engine load operation.
Shows the fuel injection timing. Accordingly, FIG.
It can be seen that fuel injection is performed in two times when turning
You. Further, as shown in FIG.
1st fuel injection Ih1When the exhaust valve 7 is closed
Alternatively, it is performed before and after the exhaust valve 7 is closed, and the second
Eye Fuel Injection Ih2Is about 50 to 80 degrees before TDC
It can be seen that this is done in degrees. In addition, engine low load operation
Fuel injection timing I at the time of rotationlDuring engine high load operation
Fuel injection timing Ih2I know it's slower than
You.
【０００９】次に図５から図１０を参照しつつ低負荷運
転時および高負荷運転時における噴射方法について説明
する。図５に示すように給気弁６および排気弁７が開弁
すると給気弁６を介して燃焼室４内に空気が流入する。
このとき、排気弁７側の給気弁６の開口はマスク壁８ａ
によって覆われているので空気はマスク壁８ａと反対側
の給気弁６の開口から燃焼室４内に流入する。この空気
は矢印Ｗで示すように給気弁６下方のシリンダボア内壁
面に沿い下降し、次いでピストン２の頂面に沿い進んで
排気弁７下方のシリンダボア内壁面に沿い上昇し、斯く
して空気は燃焼室４内をループ状に流れることになる。
このループ状に流れる空気Ｗによって燃焼室４内の既燃
ガスが排気弁７を介して排出され、更にこのループ状に
流れる空気Ｗによって燃焼室４内には垂直面内で旋回す
る旋回流Ｘが発生せしめられる。次いでピストン２が下
死点ＢＤＣを過ぎて上昇を開始し、給気弁６および排気
弁７が閉弁すると燃料噴射弁１４からの燃料噴射が行わ
れる。Next, the injection method during low load operation and high load operation will be described with reference to FIGS. As shown in FIG. 5, when the air supply valve 6 and the exhaust valve 7 open, air flows into the combustion chamber 4 via the air supply valve 6.
At this time, the opening of the supply valve 6 on the exhaust valve 7 side is the mask wall 8a.
Since the air is covered by the air, the air flows into the combustion chamber 4 from the opening of the air supply valve 6 on the side opposite to the mask wall 8a. This air descends along the inner wall surface of the cylinder bore below the air supply valve 6 as indicated by the arrow W, and then travels along the top surface of the piston 2 and rises along the inner wall surface of the cylinder bore below the exhaust valve 7, and Will flow in a loop in the combustion chamber 4.
The burned gas in the combustion chamber 4 is discharged through the exhaust valve 7 by the air W flowing in the loop, and the swirling flow X swirling in the vertical plane in the combustion chamber 4 by the air W flowing in the loop. Is generated. Next, when the piston 2 starts to rise after passing through the bottom dead center BDC and the supply valve 6 and the exhaust valve 7 are closed, fuel injection from the fuel injection valve 14 is performed.
【００１０】図６および図７は機関低負荷運転時を示し
ており、図８、図９および図１０は機関高負荷運転時を
示している。図６に示されるように燃料噴射弁１４から
は凹溝１５の凹状内壁面に向けて燃料が噴射される。図
１から図３に示す実施例ではこの噴射燃料の噴霧は図６
に示されるように例えば円錐状をなしており、この噴射
燃料の噴射軸線Ｚは図２に示す垂直平面Ｋ−Ｋ内に位置
している。FIGS. 6 and 7 show a low engine load operation, and FIGS. 8, 9 and 10 show a high engine load operation. As shown in FIG. 6, fuel is injected from the fuel injection valve 14 toward the concave inner wall surface of the concave groove 15. In the embodiment shown in FIG. 1 to FIG.
The injection axis Z of the injected fuel is located in a vertical plane KK shown in FIG.
【００１１】機関低負荷運転時には図６に示されるよう
に噴射軸線Ｚに沿う噴射燃料が鋭角θをなして斜めに凹
溝１５の凹状内壁面状に衝突する。このように噴射燃料
が凹溝１５の凹状内壁面上に斜めに衝突すると衝突した
燃料は図７においてＦ1 で示されるように慣性力によっ
て凹溝１５の凹状内壁面に沿い気化しつつ点火栓１０の
下方に進み、次いで凹所１６内に送り込まれて点火栓１
０の下方から点火栓１０に向かう。機関低負荷運転時に
は噴射量が少ないがこのとき大部分の噴射燃料が点火栓
１０の周りに運ばれるので点火栓１０の周りには着火可
能な混合気が形成されることになる。また、図５に示さ
れるように燃焼室４内に発生した旋回流Ｘはピストン２
が上昇するにつれて減衰しつつ旋回半径が次第に小さく
なり、ピストン２が上死点に近づくと図６に示されるよ
うに凹溝１５の凹状内壁面に沿う旋回流Ｘとなる。噴射
燃料はこの旋回流Ｘによっても点火栓１０の下方に向か
う力が与えられる。また、ピストン２が更に上死点に近
づくと図７において矢印Ｓで示すようにスキッシュエリ
ア１７からスキッシュ流が噴出し、このスキッシュ流Ｓ
も凹溝１５の凹状内壁面に沿って進む。従って噴射燃料
はこのスキッシュ流Ｓによっても点火栓１０の下方に向
かう力が与えられる。また、凹溝１５の凹状内壁面に沿
い点火栓１０の下方に向かう燃料は旋回流Ｘおよびスキ
ッシュ流Ｓによって気化せしめられ、斯くして点火栓１
０の周りには十分に気化した可燃混合気が集まることに
なる。斯くして噴射量が少ない機関低負荷運転時であっ
ても良好な着火と、それに続く良好な燃焼が得られるこ
とになる。During low engine load operation, as shown in FIG. 6, the injected fuel along the injection axis Z collides obliquely with the concave inner wall surface of the groove 15 at an acute angle θ. Vaporized while the spark plug along the concave inner wall of the groove 15 by the inertial force as indicated by F 1 such Fuel injected fuel collides with collides obliquely on the concave inner wall of the groove 15 in FIG. 7 10 and then into the recess 16 where the spark plug 1
0 toward the spark plug 10 from below. At the time of engine low load operation, the injection amount is small, but at this time most of the injected fuel is carried around the ignition plug 10, so that an ignitable mixture is formed around the ignition plug 10. Further, as shown in FIG. 5, the swirling flow X generated in the combustion chamber 4
When the piston 2 approaches the top dead center, a swirling flow X follows the concave inner wall surface of the concave groove 15 as shown in FIG. Injected fuel is also given a downward force by the swirl flow X. When the piston 2 further approaches the top dead center, a squish flow is ejected from the squish area 17 as shown by an arrow S in FIG.
Also advances along the concave inner wall surface of the concave groove 15. Accordingly, the squish flow S gives the injected fuel a downward force on the ignition plug 10. Further, the fuel flowing along the concave inner wall surface of the groove 15 toward the lower side of the ignition plug 10 is vaporized by the swirling flow X and the squish flow S.
Around 0, a sufficiently vaporized combustible mixture is collected. Thus, even during low engine load operation with a small injection amount, good ignition and subsequent good combustion can be obtained.
【００１２】一方、機関高負荷運転時には前述したよう
に排気弁７が閉弁する前後において燃料噴射弁１４から
第１回目の燃料噴射Ｉh1が行われる。このように第１回
目の燃料噴射Ｉh1は排気弁７が閉弁する前後において行
われるので噴射燃料が排気弁７を介して排気ポート１３
内に吹き抜けることがない。また、第１回目の燃料噴射
Ｉh1が行われるときには図８に示されるようにピストン
２の位置が低く、従って噴射燃料はピストン２頂面の広
い範囲に亘って衝突せしめられることになる。このとき
ピストン２は噴射燃料によって冷却され、噴射燃料はピ
ストン２から熱を受けるために噴射燃料の気化が促進さ
れることになる。また、このとき燃焼室４内には図５に
示すような強力な旋回流Ｘが発生しているので噴射燃料
と空気とが良好にミキシングされ、また噴射時期が早い
ために噴射燃料に対して燃料が気化するのに十分な時間
が与えられる。従って点火栓１０による点火が行われる
以前に燃焼室４内に均一の混合気が形成されることにな
る。なお、燃料噴射が２回に分けて行われるので第１回
目の燃料噴射Ｉh1によって燃焼室４内に形成される混合
気はかなり稀薄な混合気であり、従って燃焼室４内には
かなり稀薄な均一混合気が形成される。この混合気は燃
焼室４内に残留する高温の既燃ガスによって加熱される
が混合気が稀薄であるために燃料密度が小さく、従って
この混合気は自己着火するに至らない。即ち、自己着火
して燃焼騒音が発生することもなく、またノッキングが
発生することもない。On the other hand, during high engine load operation, the first fuel injection Ih1 is performed from the fuel injection valve 14 before and after the exhaust valve 7 closes as described above. As described above, the first fuel injection I h1 is performed before and after the exhaust valve 7 is closed.
It does not blow inside. When the first fuel injection Ih1 is performed, the position of the piston 2 is low as shown in FIG. 8, so that the injected fuel is caused to collide over a wide area on the top surface of the piston 2. At this time, the piston 2 is cooled by the injected fuel, and the injected fuel receives heat from the piston 2, so that the vaporization of the injected fuel is promoted. Further, at this time, a strong swirling flow X as shown in FIG. 5 is generated in the combustion chamber 4, so that the injected fuel and the air are mixed well, and the injection timing is early, so Sufficient time is provided for the fuel to evaporate. Therefore, a uniform air-fuel mixture is formed in the combustion chamber 4 before ignition by the ignition plug 10 is performed. Since the fuel injection is performed in two steps , the air-fuel mixture formed in the combustion chamber 4 by the first fuel injection Ih1 is a very lean air-fuel mixture. A homogeneous mixture is formed. This air-fuel mixture is heated by the high-temperature burned gas remaining in the combustion chamber 4, but the air-fuel mixture is so lean that the fuel density is low, so that the air-fuel mixture does not self-ignite. That is, there is no combustion noise due to self-ignition, and no knocking.
【００１３】次いで図９に示されるように機関低負荷運
転時に比べてピストン２が低い位置にあるときに第２回
目の燃料噴射Ｉh2が開始される。このときには図９に示
されるように噴射軸線Ｚに沿う噴射燃料は凹溝１５の凹
状内壁面上にほぼ垂直に衝突する。このように噴射燃料
が凹溝１５の凹状内壁面上にほぼ垂直に衝突すると衝突
した燃料は図１０においてＦ2 で示されるように噴射軸
線Ｚに沿う噴射燃料の衝突点を中心として凹溝１５の凹
状内壁面上を四方に広がることになる。従ってこの場合
には衝突した噴射燃料のほんの一部が点火栓１０の下方
に進み、次いで凹所１６内に送り込まれる。このように
噴射量の多い機関高負荷運転時には噴射燃料のほんの一
部が点火栓１０の周りに送り込まれるので点火栓１０の
周りに形成される混合気は過濃とならず、斯くして点火
栓１０の周りには良好に着火可能な混合気が形成され
る。また、機関高負荷運転時には噴射燃料が高温の凹溝
１５の凹状内壁面上に広範囲に分散されるので噴射燃料
の気化が促進され、しかも２回に分けて噴射されている
ために凹溝１５内に噴射される燃料量が少ないので噴射
燃料は十分に気化せしめられる。従って凹溝１５内に噴
射された燃料は十分な空気の存在下で燃焼せしめられる
のでスモークが発生することがない。また、機関高負荷
運転時にも図６に示すような旋回流Ｘおよび図７に示す
ようなスキッシュ流Ｓが発生し、従ってこれら旋回流Ｘ
およびスキッシュ流Ｓによって噴射燃料Ｉh2と空気とが
十分にミキシングされるのでスモークが発生することの
ない良好な燃焼を得ることができる。Next, as shown in FIG. 9, the second fuel injection Ih2 is started when the piston 2 is at a lower position than during the low engine load operation. At this time, the injected fuel along the injection axis Z collides almost vertically on the concave inner wall surface of the concave groove 15 as shown in FIG. Recessed groove 15 as the center thus fuel that has collided with the collision substantially vertically on the concave inner wall of the injected fuel groove 15 of the collision point of the injected fuel along the injection axis Z as shown by F 2 in FIG. 10 Will spread on the concave inner wall surface in all directions. Thus, in this case, only a small portion of the impinging injected fuel proceeds below the spark plug 10 and is then pumped into the recess 16. As described above, during high engine load operation with a large injection amount, only a small part of the injected fuel is sent around the spark plug 10, so that the air-fuel mixture formed around the spark plug 10 does not become excessively rich. A flammable mixture is formed around the stopper 10. In addition, during high engine load operation, the injected fuel is widely dispersed on the concave inner wall surface of the high-temperature concave groove 15, so that the vaporization of the injected fuel is promoted. Since the amount of fuel injected into the inside is small, the injected fuel is sufficiently vaporized. Therefore, the fuel injected into the groove 15 is burned in the presence of sufficient air, so that no smoke is generated. Further, even during the engine high load operation, the swirl flow X as shown in FIG. 6 and the squish flow S as shown in FIG.
In addition, the squish flow S sufficiently mixes the injected fuel Ih2 and the air, so that good combustion can be obtained without generating smoke.
【００１４】[0014]
【発明の効果】噴射燃料を点火栓の下方から点火栓に向
かわせることによって噴射燃料を確実に点火栓周りに集
めることができるので燃料噴射弁の少ない機関低負荷運
転時であっても噴射燃料を容易に着火燃焼せしめること
ができる。また、本発明における内燃機関のように給気
弁は点火栓側の給気弁弁体周縁部が点火栓から最も離れ
た給気弁弁体周縁部よりもピストンから離れるように傾
斜配置されており、排気弁は点火栓側の排気弁弁体周縁
部が点火栓から最も離れた排気弁弁体周縁部よりもピス
トンから離れるように傾斜配置されている場合であって
もピストン頂面の中央部を点火栓に近づくよう***せし
めると共に凹溝をピストン頂面***中央部まで延設する
ことにより凹溝内に向けて噴射された燃料をより一層確
実に点火栓周りに集めることができる。 According to the present invention, the injected fuel is directed from below the spark plug to the spark plug.
This ensures that the injected fuel is collected around the spark plug.
Engine low load operation with few fuel injection valves
To easily ignite and burn the injected fuel even when turning
Can be. Also, as in the internal combustion engine of the present invention,
The valve is located farthest from the spark plug at the periphery of the intake valve valve body on the spark plug side.
Tilted further away from the piston than the peripheral
The exhaust valve is arranged obliquely and the periphery of the exhaust valve valve body on the side of the spark plug is
Is more pierced than the periphery of the exhaust valve body, which is farthest from the spark plug.
Tonnes away from
Also, raise the center of the top of the piston so that it approaches the spark plug.
And extend the groove to the center of the top of the piston.
The fuel injected into the groove can be more reliably
It can be collected around the spark plug.
【図１】２サイクル内燃機関の側面断面図である。FIG. 1 is a side sectional view of a two-cycle internal combustion engine.
【図２】図１のピストンの平面図である。FIG. 2 is a plan view of the piston of FIG. 1;
【図３】図１のシリンダヘッドの底面図である。FIG. 3 is a bottom view of the cylinder head of FIG. 1;
【図４】給排気弁の開弁時期および燃料噴射時期を示す
線図である。FIG. 4 is a diagram showing a valve opening timing and a fuel injection timing of a supply / exhaust valve.
【図５】機関運転中の燃焼室内の様子を説明するための
図である。FIG. 5 is a diagram for explaining a state in a combustion chamber during engine operation.
【図６】低負荷運転時の燃焼室内の様子を説明するため
の図である。FIG. 6 is a diagram for explaining a state in a combustion chamber during low-load operation.
【図７】低負荷運転時の燃焼室内の様子を説明するため
の図である。FIG. 7 is a diagram for explaining a state in a combustion chamber during low-load operation.
【図８】高負荷運転時の燃焼室内の様子を説明するため
の図である。FIG. 8 is a diagram for explaining a state in a combustion chamber during a high-load operation.
【図９】高負荷運転時の燃焼室内の様子を説明するため
の図である。FIG. 9 is a diagram for explaining a state in a combustion chamber during a high-load operation.
【図１０】高負荷運転時の燃焼室内の様子を説明するた
めの図である。FIG. 10 is a diagram for explaining a state in a combustion chamber during a high-load operation.
２…ピストン ４…燃焼室 ６…給気弁 ７…排気弁 １０…点火栓 １４…燃料噴射弁 １５…凹溝 2 Piston 4 Combustion chamber 6 Supply valve 7 Exhaust valve 10 Spark plug 14 Fuel injection valve 15 Groove
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 ＦＩ Ｆ０２Ｍ 61/14 ３１０ Ｆ０２Ｍ 61/14 ３１０Ａ ３１０Ｓ (56)参考文献 特開 昭62−191622（ＪＰ，Ａ) 特開 平２−16360（ＪＰ，Ａ) 特開 平２−49923（ＪＰ，Ａ) 特開 平２−125911（ＪＰ，Ａ) 特開 平１−203613（ＪＰ，Ａ) 特開 平１−138316（ＪＰ，Ａ) 実開 平１−124042（ＪＰ，Ｕ) 実開 平１−160172（ＪＰ，Ｕ) 実開 平２−126026（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.6，ＤＢ名) F02B 1/00 - 23/10 ────────────────────────────────────────────────── (5) Continuation of the front page (51) Int.Cl. 6 identification code FI F02M 61/14 310 F02M 61/14 310A 310S (56) References JP-A-62-191622 (JP, A) JP-A-2- 16360 (JP, A) JP-A-2-49923 (JP, A) JP-A-2-125911 (JP, A) JP-A-1-203613 (JP, A) JP-A-1-138316 (JP, A) Japanese Utility Model Hei 1-124042 (JP, U) Japanese Utility Model Hei 1-160172 (JP, U) Japanese Utility Model Hei 1-226026 (JP, U) (58) Fields surveyed (Int. Cl. 6 , DB name) F02B 1/00-23/10
Claims (3)
を配置し、シリンダヘッド内壁面の一側に給気弁を配置
すると共にシリンダヘッド内壁面の他側に排気弁を配置
し、点火栓に関し吸気弁側のシリンダヘッド内壁面周縁
部に燃料噴射弁を配置し、給気弁は点火栓側の給気弁弁
体周縁部が点火栓から最も離れた給気弁弁体周縁部より
もピストンから離れるように傾斜配置されており、排気
弁は点火栓側の排気弁弁体周縁部が点火栓から最も離れ
た排気弁弁体周縁部よりもピストンから離れるように傾
斜配置されており、ピストン頂面の中央部が点火栓に向
けて***せしめられると共に点火栓下方のピストン頂面
***中央部から燃料噴射弁の下方まで延びる凹溝がピス
トン頂面上に形成され、燃料噴射弁と点火栓を含みシリ
ンダ軸線に沿って延びる平面内における凹溝の断面形状
を下に凸のほぼ円弧状に形成すると共にこの平面と直交
する平面内における凹溝中央部の横断面形状を下に凸の
ほぼ円弧状に形成し、シリンダ軸線に関し該凹溝と反対
側のピストン頂面部分の形状を、ピストンが上死点に達
したときにシリンダヘッド内壁面との間においてスキッ
シュエリアを形成する形状に形成し、吸入空気を給気弁
から給気弁下方のシリンダ内壁面に沿うように燃焼室内
に流入させることによって給気弁下方のシリンダ内壁面
に沿って下降した後ピストン頂面上において向きを変え
次いで排気弁下方において上昇する旋回流を燃焼室内に
発生させ、燃料噴射弁から凹溝内に向けて噴射された燃
料を凹溝の底壁面により案内して点火栓の下方から点火
栓周りに向かわせるようにした筒内噴射式内燃機関。An ignition plug is provided at a central portion of an inner wall surface of a cylinder head.
And an air supply valve on one side of the cylinder head inner wall surface
And an exhaust valve on the other side of the inner wall of the cylinder head
The inner peripheral wall of the cylinder head on the intake valve side with respect to the ignition plug
The fuel injection valve is arranged in the section, and the air supply valve is the air supply valve valve on the ignition plug side
From the periphery of the intake valve valve body, which is farthest from the spark plug
Is also tilted away from the piston,
As for the valve, the peripheral part of the exhaust valve on the spark plug side is farthest from the spark plug.
Tilted away from the piston more than the peripheral edge of the exhaust valve
The piston is inclined and the center of the piston top faces the spark plug.
And the top surface of the piston below the spark plug
A groove extending from the center of the bulge to below the fuel injection valve
Formed on the top surface of the ton
Sectional shape of the groove in a plane extending along the cylinder axis
Is formed in a substantially arc shape convex downward, and is orthogonal to this plane.
The cross-sectional shape of the center of the groove in the plane
Formed in a substantially arc shape, opposite to the concave groove with respect to the cylinder axis
The piston reaches the top dead center
The gap between the inner surface of the cylinder head and
Air intake valve that is formed in a shape that forms
From the combustion chamber along the inner wall of the cylinder below the intake valve
The swirling flow which descends along the inner wall surface of the cylinder below the intake valve after turning down on the top surface of the piston and then rises below the exhaust valve is generated in the combustion chamber . Fuel injected toward
Guides the fuel through the bottom wall of the groove and ignites from below the spark plug
An in- cylinder injection internal combustion engine that is directed around a plug .
記載の筒内噴射式内燃機関。2. The direct injection internal combustion engine according to claim 1 , wherein the concave groove has a substantially spherical shape.
との間の下方に燃料噴射弁を配置した請求項１に記載の
筒内噴射式内燃機関。 3. An air supply valve, comprising a pair of air supply valves.
The fuel injection valve according to claim 1, wherein a fuel injection valve is disposed below the space between the fuel injection valve and the fuel injection valve.
In-cylinder internal combustion engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9118438A JP2874689B2 (en) | 1997-05-08 | 1997-05-08 | In-cylinder internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9118438A JP2874689B2 (en) | 1997-05-08 | 1997-05-08 | In-cylinder internal combustion engine |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2166880A Division JP2841748B2 (en) | 1990-06-27 | 1990-06-27 | In-cylinder two-stroke internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH1054248A JPH1054248A (en) | 1998-02-24 |
| JP2874689B2 true JP2874689B2 (en) | 1999-03-24 |
Family
ID=14736648
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9118438A Expired - Lifetime JP2874689B2 (en) | 1997-05-08 | 1997-05-08 | In-cylinder internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2874689B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102017112350A1 (en) * | 2017-06-06 | 2018-12-06 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Cylinder head for an internal combustion engine, internal combustion engine and method for operating an internal combustion engine |
-
1997
- 1997-05-08 JP JP9118438A patent/JP2874689B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH1054248A (en) | 1998-02-24 |
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