JPH01290919A - Four-cycle internal combustion engine - Google Patents
Four-cycle internal combustion engineInfo
- Publication number
- JPH01290919A JPH01290919A JP63117646A JP11764688A JPH01290919A JP H01290919 A JPH01290919 A JP H01290919A JP 63117646 A JP63117646 A JP 63117646A JP 11764688 A JP11764688 A JP 11764688A JP H01290919 A JPH01290919 A JP H01290919A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- combustion engine
- internal combustion
- intake
- lift
- 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.)
- Pending
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 26
- 230000007246 mechanism Effects 0.000 claims abstract description 10
- 230000000694 effects Effects 0.000 claims description 5
- 239000000446 fuel Substances 0.000 abstract description 8
- 230000006835 compression Effects 0.000 description 7
- 238000007906 compression Methods 0.000 description 7
- 238000010586 diagram Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 2
- 230000001737 promoting effect Effects 0.000 description 2
- 208000032974 Gagging Diseases 0.000 description 1
- 206010038776 Retching Diseases 0.000 description 1
- 230000002238 attenuated effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 239000012528 membrane Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000010355 oscillation Effects 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000004904 shortening Methods 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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
Landscapes
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
【発明の詳細な説明】 (産業上の利用分野] 本発明は内燃機関の燃焼猿轡技術に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to combustion gagging technology for internal combustion engines.
(従来の技術〕
内燃機関の熱効率を高め、同時に排気中の有害成分を低
減させるには、燃焼室内において供給した燃料を極めて
短い時間内に如何に有効に燃焼せしめるかが技術課題で
あり、これに関して多くの研究が行なわれている。(Prior art) In order to increase the thermal efficiency of an internal combustion engine and at the same time reduce harmful components in the exhaust gas, the technical challenge is how to effectively burn the fuel supplied in the combustion chamber within an extremely short period of time. Many studies are being conducted on the subject.
自動車用機関として主に用いらnている予混合燃焼方式
機関において、特に低負荷時における燃焼は給気の絞り
作用によって圧縮始め圧力φ温度等の低下と前サイクル
残留ガス比率との関係で燃焼が緩慢となりやすく、これ
が熱効率低下の因となっている。In premix combustion engines, which are mainly used as automobile engines, combustion, especially at low loads, is caused by a reduction in the compression start pressure φ temperature, etc. due to the throttling action of the supply air, and in relation to the previous cycle residual gas ratio. tends to be slow, which is a cause of a decrease in thermal efficiency.
この対策として圧縮比を高めることが有効とされている
が、圧縮比を高めれば逆に高負荷域において過大なエン
ドガスノッキングが起生ずるために圧縮比は制限をうけ
、この種機関の最高熱効率は30%近傍に停滞している
現状である。Increasing the compression ratio is said to be effective as a countermeasure against this problem, but increasing the compression ratio conversely causes excessive end gas knocking in the high-load range, which limits the compression ratio, resulting in the maximum thermal efficiency of this type of engine. is currently stagnant at around 30%.
また、高圧縮比化を阻害する過大ノッキングの因は端ガ
スの自己着火によることが知らnていも更に予混合気燃
焼に関しては、機関の低負荷時即ち給気量の少ない場合
には燃焼室内の混合気や燃焼過程に乱れを与えることが
有効であり、開弁リフトを部分負荷時において少なくシ
、乱れを起生ずることによって燃焼を改善しうろことの
可能性も公知であるが、その具体的実施例等は未だ発表
されていない。Furthermore, although it is known that the cause of excessive knocking that impedes a high compression ratio is the self-ignition of the end gas, it is also important to note that when the engine is at low load, that is, when the intake air amount is small, the combustion chamber It is known that it is effective to create turbulence in the air-fuel mixture and combustion process, and that it is possible to improve combustion by reducing the valve opening lift at partial load and creating turbulence. No practical examples have been announced yet.
(発明が解決しようとする課題〕
本発明は従来要求されていたが実現困醸な課題即ち、給
気量の少ない機関の部分負荷時において燃焼室内に強い
スワール流動を起生せしめることと、高負荷時において
はスワール流動の少ない大量の空気を燃焼室内に供給し
うる技術を提示するものであり、他の目的は燃焼室の端
部に空気層を形成しエンドガスノッキングを制御する技
術を提示するものである。(Problems to be Solved by the Invention) The present invention solves problems that have been required in the past but have been difficult to achieve, namely, generating a strong swirl flow in the combustion chamber during partial load of an engine with a small amount of air supply, and The objective is to present a technology that can supply a large amount of air with little swirl into the combustion chamber under load, and another purpose is to present a technology that controls end gas knocking by forming an air layer at the end of the combustion chamber. It is something to do.
(課題を解決するための手段)
本発明は吸気弁の開閉リフトを負荷に応じて可変するこ
と、ならびにシリンダーヘッド弁座近傍に案内溝を構成
することとによって@関の部分食荷時等給気量が少なく
且つ燃焼室にスワールや隔no要求される場合において
は開弁間隙を少なくし、気筒内に流入せしめる新気に方
向性を生じせしめるとともに乱れを起生ずるものであり
、高負荷時においては開弁す7トを大とすることによっ
て案内溝による方向性作用を滅じて流入抵抗を少なくす
ることにより、大量の新気流人を図るものである。(Means for Solving the Problems) The present invention is capable of providing constant feed during partial loading by varying the opening/closing lift of the intake valve according to the load and by configuring a guide groove in the vicinity of the cylinder head valve seat. When the amount of air is small and the combustion chamber is required to have a swirl or a gap, the valve opening gap is reduced, which causes the fresh air to flow into the cylinder in a directional manner and causes turbulence. In this method, a large amount of fresh air can flow by increasing the opening time of the valve to eliminate the directional effect of the guide groove and reduce the inflow resistance.
(実施例)
本発明の実施例を図について説明すると次のごとくであ
る◎
図(1)(6)、(E)、(0)において、吸気弁(1
)はシリンダーヘッド内面(21より少し内部の位置に
弁座(6)が構築されており、弁座を囲成し、たヘッド
部には、吸気流の案内溝(4)が形成されている。また
、シリンダーヘッドのロッカーアームは弁リフトを運転
中に可変しうるよう図2に示すごとくOリフト可変機構
が構築されており、矢印(5)のカ五m程は可動支点の
位[Xを機関負荷、回転数等の要求によって変えること
により吸気弁のリフト量が可変しうるようになっている
◇この機構によって機関の低負荷時には弁リフトが少な
く制限されるため、気筒内に供給される新気は少量でも
主に案内溝(4)より気筒内に速度、乱れ、方向性を有
して流入する。(Example) An example of the present invention will be explained with reference to the figures as follows.◎ In Figures (1), (6), (E) and (0), the intake valve
) has a valve seat (6) built a little inside the cylinder head (21), and an intake flow guide groove (4) is formed in the head that surrounds the valve seat. In addition, the rocker arm of the cylinder head is constructed with an O-lift variable mechanism as shown in Fig. 2 so that the valve lift can be varied during operation, and about 5 m from arrow (5) is located at the movable fulcrum [X The amount of lift of the intake valve can be varied by changing the amount of intake valve according to the demands of engine load, rotation speed, etc. ◇With this mechanism, the valve lift is limited to a small amount when the engine is under low load, so that the amount of intake valve lift is reduced. Even if the fresh air is small, it flows into the cylinder mainly through the guide groove (4) with speed, turbulence, and directionality.
案内溝(4)はあらかじめ筒内に旋回流を起生ずるごと
くにその方向が(6)のごとくに定められており、起生
した旋回流は運動保存則によって圧縮行程をへて燃焼時
まで存続し、燃焼期間の短縮作用に寄与するものである
。また、大量の空気が要求される機関の高負荷時におい
ては、吸気弁リフトを大として流入抵抗を少なくシ、新
気流人を図るものであり、この場合には案内溝による影
響は減衰され、筒内に強い空気流動は生じない。また、
弁リフトの可変は図(2)に示すごと(、カム(団の摺
動や回転作用による支点Xの移動によって行なわれるも
のであるが、図(2)は可変機構の一例を示したもので
あり、他の方法による弁リフトの可変機構等を用いるこ
とによっても本発明の目的を達し得ることは明らかなこ
とであり、弁リフトの可変は機械的や電気的に負荷・回
転数の要求に応じて作動させ、これを電子的にコントロ
ールしうろことも自在なことである。The direction of the guide groove (4) is determined in advance as shown in (6) in order to generate a swirling flow inside the cylinder, and the swirling flow that occurs continues through the compression stroke and continues until combustion due to the law of conservation of motion. This contributes to shortening the combustion period. In addition, when the engine is under high load and requires a large amount of air, the intake valve lift is increased to reduce inflow resistance and increase the flow of fresh air.In this case, the influence of the guide groove is attenuated. There is no strong air flow inside the cylinder. Also,
The valve lift can be varied by moving the fulcrum X by sliding or rotating a cam (as shown in Figure (2)), but Figure (2) shows an example of the variable mechanism. It is clear that the purpose of the present invention can be achieved by using other methods such as a valve lift variable mechanism, and the valve lift can be varied mechanically or electrically depending on the load and rotational speed requirements. It is also possible to operate it according to the requirements and control it electronically.
(発明の効果)
以上のごとく本発明においては機関の高負荷時に弁Oす
7トを最大として流入空気路の抵抗を滅し、スワールを
排除して体積効率の向上を図り、低負荷時においては弁
す7トを制限し、スワールおよび甜れを起生せしめて部
分負荷域の燃焼を改善することによって、燃費の低減を
図るものであり、機関の比出力の向上と部分負荷域燃費
を大巾に向上させ、排気中の有害成分も低減させつる等
の効果をもたらすものである。(Effects of the Invention) As described above, in the present invention, when the engine is under high load, the valve oscillation is maximized to eliminate the resistance of the inflow air passage, eliminate swirl, and improve the volumetric efficiency, and when the engine is under low load, This is intended to reduce fuel consumption by limiting the amount of valve gas and generating swirl and turbulence to improve combustion in the partial load range, thereby improving the engine's specific output and greatly reducing fuel consumption in the partial load range. It also reduces harmful components in the exhaust gas, bringing about effects such as vines.
また本発明の構成を図(9のように方向性を持った空気
供給弁(力(印として燃焼室周壁域に空気スワ−ルを形
成するように配置すnば、予混合方式機関においても端
部の燃料粒子を排除または希釈することが可能となるた
め、エンドガスに起因する過大なノッキングが生ずるこ
とがなくなり、機関の有効圧縮比を高めることが可能と
なってくる。In addition, if the configuration of the present invention is arranged so as to form an air swirl in the peripheral wall area of the combustion chamber with a directional air supply valve (as shown in Figure 9), it can also be used in a premix engine. Since fuel particles at the end can be removed or diluted, excessive knocking due to end gas will not occur, and the effective compression ratio of the engine can be increased.
したがって、機関熱効率が向上する効果が得られる。更
に可変タイミンダ方式に本発明を適用して吸・排気の位
相変更やオーバーラツプ作用を行なわしめることにより
、メンビングロスを低減しうることによる燃費低減の効
果をあげることができる。また案内溝の複数化や変成に
よって乱れ作用を促進させることも燃焼促進に効果があ
った。Therefore, the effect of improving engine thermal efficiency can be obtained. Further, by applying the present invention to a variable timing system to change the intake/exhaust phase and perform an overlapping action, it is possible to reduce the membrane loss and thereby reduce fuel consumption. Promoting turbulence through multiple guide grooves and metamorphism was also effective in promoting combustion.
図(1)は本発明の構成作用を示す吸気弁と附近の断面
説明図であり、(4)は吸気弁の閉じた状aS(司は開
弁間隙を制御した場合、(切は開弁間隙を大とした場合
を示し、(IIは削切部の一例を示すものである。
図(2)は開弁す7トの可変機構の一例を示す構成略図
であり、図(3)はシリンダーヘッド部に装着した空気
供給弁の位置と案内溝の例を示した配置図である。
図中、(1)−・・吸気弁、(2)・・・シリンダーヘ
ッド内面、(S−・・弁座、(4)−・案内溝(削欠部
) 、(5)−・・支点カム、(6)・−案内溝の方向
、(刀、(8)−・空気供給弁、(q)・−排気弁、(
10)−点火機、x・・・支点、X′・・・移動した支
点O
図1
図 2
図5 (4) (7)Figure (1) is an explanatory cross-sectional view of the intake valve and its surroundings showing the structural action of the present invention, and (4) is a diagram showing the closed state of the intake valve (aS) when the valve-opening gap is controlled; (II shows an example of a cutting part. Figure (2) is a schematic configuration diagram showing an example of a seven-point variable mechanism for opening a valve, and Figure (3) is a diagram showing an example of a variable valve opening mechanism. It is a layout diagram showing an example of the position and guide groove of an air supply valve attached to the cylinder head. In the figure, (1)...intake valve, (2)...inner surface of the cylinder head, (S-...・Valve seat, (4)--Guide groove (notched part), (5)--Fullin cam, (6)--Direction of guide groove, (Sword, (8)--Air supply valve, (q )・−exhaust valve, (
10) - Ignition machine, x...Fully point, X'...Moved fulcrum O Fig. 1 Fig. 2 Fig. 5 (4) (7)
Claims (4)
構を有する内燃機関において、吸気弁座を通常の位置よ
り内部位置に設置し、この弁座を囲成してなるヘッド部
の一方向を削欠した構造とすることによつて、開弁リフ
トの少ない場合には気筒内に流入する新気流れを主に削
欠部より方向性、速度、乱れ、スワールを有する流れと
して気筒内に供給することを特徴とした内燃機関。(1) In an internal combustion engine that has a mechanism that can vary the opening gap of the intake valve or intake/exhaust valve, the intake valve seat is installed at an internal position from the normal position, and the head part that surrounds this valve seat is By adopting a structure with a notch in one direction, when the valve opening lift is small, the fresh air flowing into the cylinder is mainly transferred from the notch to a flow with directionality, speed, turbulence, and swirl. An internal combustion engine characterized by being powered internally.
留ガス量を可変し、燃焼時における内部EGR作用の向
上を図りたることを特徴とした開弁リフト可変機構を有
する4サイクル内燃機関。(2) A four-stroke internal combustion engine equipped with a variable valve opening lift mechanism, which is characterized by reducing the exhaust valve lift to vary the amount of residual gas in the cylinder, thereby improving the internal EGR effect during combustion. .
求範囲(1)記載の4サイクル内燃機関。(3) The four-stroke internal combustion engine according to claim (1), which has a variable intake/exhaust timing mechanism.
ることを特徴とした前記特許請求範囲(1)記載の4サ
イクル内燃機関。(4) The four-stroke internal combustion engine according to claim (1), characterized in that the air supply valve is provided in an area outside of a normal intake/exhaust valve.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP63117646A JPH01290919A (en) | 1988-05-13 | 1988-05-13 | Four-cycle internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP63117646A JPH01290919A (en) | 1988-05-13 | 1988-05-13 | Four-cycle internal combustion engine |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH01290919A true JPH01290919A (en) | 1989-11-22 |
Family
ID=14716836
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP63117646A Pending JPH01290919A (en) | 1988-05-13 | 1988-05-13 | Four-cycle internal combustion engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH01290919A (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH02139331U (en) * | 1989-04-27 | 1990-11-21 | ||
JP2006161584A (en) * | 2004-12-03 | 2006-06-22 | Nissan Motor Co Ltd | Internal combustion engine |
-
1988
- 1988-05-13 JP JP63117646A patent/JPH01290919A/en active Pending
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH02139331U (en) * | 1989-04-27 | 1990-11-21 | ||
JP2006161584A (en) * | 2004-12-03 | 2006-06-22 | Nissan Motor Co Ltd | Internal combustion engine |
JP4506442B2 (en) * | 2004-12-03 | 2010-07-21 | 日産自動車株式会社 | Internal combustion engine |
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