JPH03107569A - Two-cycle internal combustion engine - Google Patents
Two-cycle internal combustion engineInfo
- Publication number
- JPH03107569A JPH03107569A JP24183189A JP24183189A JPH03107569A JP H03107569 A JPH03107569 A JP H03107569A JP 24183189 A JP24183189 A JP 24183189A JP 24183189 A JP24183189 A JP 24183189A JP H03107569 A JPH03107569 A JP H03107569A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- pressure
- valve
- fuel injection
- wall surface
- 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.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 47
- 239000000446 fuel Substances 0.000 claims abstract description 120
- 238000002347 injection Methods 0.000 claims abstract description 59
- 239000007924 injection Substances 0.000 claims abstract description 59
- 230000002000 scavenging effect Effects 0.000 claims abstract description 10
- 230000002093 peripheral effect Effects 0.000 abstract description 6
- 230000001105 regulatory effect Effects 0.000 abstract description 3
- 238000010586 diagram Methods 0.000 description 3
- 239000002828 fuel tank Substances 0.000 description 3
- 238000009834 vaporization Methods 0.000 description 3
- 230000008016 vaporization Effects 0.000 description 3
- 238000000889 atomisation Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
- 238000011144 upstream manufacturing 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
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
Landscapes
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は２サイクル内燃機関に関する。[Detailed description of the invention] [Industrial application field] The present invention relates to a two-stroke internal combustion engine.
特開昭５８−２１７７３０号公報には、燃料噴射量側（
１）
御を燃料噴射の圧力を制御することにより行なうディー
ゼル機関の燃料噴射制御装置において、燃料噴射時にお
けるシリンダ内の圧力を圧力センサによって検出し、こ
の検出されたシリンダ内圧に応じて制御すべき燃料噴射
の圧力を補正することによりシリンダ内圧の変動によっ
て燃料噴射量が変動することを防止するようにしたディ
ーゼル機関の燃料噴射制御方法が開示されている。Japanese Unexamined Patent Publication No. 58-217730 describes the fuel injection amount side (
1) In a fuel injection control device for a diesel engine, which controls the pressure of fuel injection, the pressure inside the cylinder at the time of fuel injection should be detected by a pressure sensor, and the control should be performed according to the detected internal pressure of the cylinder. A fuel injection control method for a diesel engine is disclosed in which the fuel injection amount is prevented from fluctuating due to fluctuations in cylinder internal pressure by correcting the fuel injection pressure.
ところで、燃料の圧力によってシリンダ内に燃料を噴出
せしめると共に噴射時間によって噴射燃料量を制御する
ようにした燃料噴射弁を採用した場合、燃料圧とシリン
ダ内圧力との差圧が変動すると、噴射燃料量を正確に制
御することができないという問題がある。By the way, when using a fuel injection valve that injects fuel into the cylinder based on the fuel pressure and controls the amount of injected fuel depending on the injection time, when the differential pressure between the fuel pressure and the cylinder pressure changes, the injected fuel There is a problem that the amount cannot be precisely controlled.
この問題は、特開昭５８−２１７７３０号公報に開示さ
れた燃料噴射制御方法を採用することによって解決する
ことは可能であるが、圧力センサ等を要し装置が複雑化
するという問題がある。Although this problem can be solved by adopting the fuel injection control method disclosed in Japanese Patent Application Laid-Open No. 58-217730, there is a problem in that it requires a pressure sensor and the like, making the device complicated.
（２）
〔課題を解決するための手段〕
上記問題点を解決するため本発明によれば、シリンダヘ
ッド内壁面上に給気弁および排気弁を配置すると共にシ
リンダ内に臨んで燃料噴射弁を配置し、この燃料噴射弁
に供給される燃料の圧力を調整するための圧力調整器に
掃気圧を導き掃気圧の増大に応じて燃料の圧力を増大せ
しめ、給気弁開弁時期から、給気弁閉弁後播気圧がシリ
ンダ内の圧力にほぼ等しい時期までの期間内において燃
料噴射弁からシリンダ内に燃料を噴射せしめるようにし
ている。(2) [Means for Solving the Problems] In order to solve the above problems, according to the present invention, an intake valve and an exhaust valve are arranged on the inner wall surface of the cylinder head, and a fuel injection valve is arranged facing into the cylinder. The scavenging pressure is guided to the pressure regulator for regulating the pressure of the fuel supplied to the fuel injection valve, and the fuel pressure is increased in accordance with the increase in the scavenging pressure. Fuel is injected into the cylinder from the fuel injection valve within a period after the air valve closes until the time when the dissemination pressure is approximately equal to the pressure inside the cylinder.
給気弁開弁時期から給気弁閉弁後所定時期までの期間内
においては掃気圧はシリンダ内の圧力とほぼ等しいため
、燃料の圧力をシリンダ内の圧力の増大に応じて増大せ
しめることができ、シリンダ内圧力が変動してもほぼ一
定の圧力差で燃料を噴射することができる。Since the scavenging pressure is almost equal to the pressure in the cylinder during the period from the intake valve opening time to the predetermined time after the intake valve closes, the fuel pressure can be increased in accordance with the increase in the cylinder pressure. This allows fuel to be injected with a substantially constant pressure difference even if the cylinder pressure fluctuates.
（３）
〔実施例〕
第１図から第４図を参照すると、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を除くシリンダへ・ンド内
壁面部分３Ｃはほぼ平坦をなし、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３
Ｃ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の周縁部と給
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は第１図にお（４）
いて破線で示す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、−対の新気ガイド壁８Ｃはほぼ同一
平面内に位置しており、更に新気ガイド壁３ｂ、３ｃ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。(3) [Example] Referring to FIGS. 1 to 4, 1 is a cylinder block, 2 is a piston that reciprocates within the cylinder block 1, and 3 is a cylinder block.
is the cylinder head fixed on the cylinder block 1,
4 indicates a combustion chamber formed between the inner wall surface 3a of the cylinder head 3 and the top surface of the piston 2, respectively. A groove 5 is formed on the inner wall surface 3a of the cylinder head, and a pair of intake valves 6 are formed on the inner wall surface portion 3b of the cylinder head forming the bottom wall surface of the groove 5.
is placed. On the other hand, the cylinder head inner wall surface portion 3C excluding the groove 5 is substantially flat, and a pair of exhaust valves 7 are arranged on this cylinder head inner wall surface portion 3C. Cylinder head inner wall surface portion 3b and cylinder head inner wall surface portion 3
C are connected to each other via the peripheral wall 8 of the groove 5. This concave groove peripheral wall 8 includes a pair of mask walls 8a extending in an arc shape along the peripheral edge of the air supply valve 6, a fresh air guide wall 8b located between the air supply valves 6, and a peripheral edge of the cylinder head inner wall surface 3a. and a pair of fresh air guide walls 8C located between the air supply valves 6. Each mask wall 8a extends toward the combustion chamber 4 to a point below the intake valve 6 which is at the maximum lift position shown by the broken line in (4) in FIG. The opening between the peripheral edge of the valve 6 and the valve seat 9 is the air supply valve 6.
is closed by the mask wall 8a throughout the valve opening period. Furthermore, the pair of fresh air guide walls 8C are located in substantially the same plane, and the fresh air guide walls 3b and 3c extend substantially parallel to the line connecting the centers of both air supply valves 6.
また、第１図から第４図に示す実施例では一対の新気ガ
イド”１８ Ｃがシリンダヘッド内壁面３ａの底壁面ま
で延びている。即ち、シリンダヘッド内壁面３ａの底壁
面は燃焼室４内に向けてＵ字状に突出する一対の底壁面
部分３ｄを有し、各新気ガイド壁８Ｃはシリンダヘッド
内壁面部分３ｂからこの底壁面部分３ｄまで延びている
。従って新気ガイド壁８Ｃの高さはマスク壁８ａの高さ
よりも高くなっている。一方、新気ガイド壁８Ｃ側に位
置するマスク壁８ａは底壁面部分３ｄまで延びる延長部
８ｄを有し、この延長部８ｄも新気ガイド壁を形成する
。第３図かられかるようにこの新気（５）
ガイド壁８ｄは湾曲しつつ新気ガイド壁８Ｃまで延びて
おり、新気ガイド壁８ｄの高さは新気ガイド壁８Ｃに近
づくに従って高くなる。一方、第１図および第２図に示
されるように新気ガイド壁８Ｃと反対側には既燃ガスガ
イド壁８ｅが形成される。この既燃ガスガイド壁８ｅは
シリンダヘッド内壁面部分３ｃから底壁面部分３ｄまで
延びる湾曲面からなる。Further, in the embodiment shown in FIGS. 1 to 4, the pair of fresh air guides 18C extend to the bottom wall surface of the cylinder head inner wall surface 3a. That is, the bottom wall surface of the cylinder head inner wall surface 3a is connected to the combustion chamber 4. It has a pair of bottom wall portions 3d that protrude inward in a U-shape, and each fresh air guide wall 8C extends from the cylinder head inner wall portion 3b to this bottom wall portion 3d.Therefore, the fresh air guide wall 8C The height of the mask wall 8a is higher than that of the mask wall 8a.On the other hand, the mask wall 8a located on the fresh air guide wall 8C side has an extension part 8d extending to the bottom wall surface part 3d, and this extension part 8d is also new. As shown in Figure 3, this fresh air guide wall 8d extends to the fresh air guide wall 8C while being curved, and the height of the fresh air guide wall 8d is equal to that of the fresh air guide. The height increases as it approaches the wall 8C.On the other hand, as shown in FIGS. 1 and 2, a burnt gas guide wall 8e is formed on the opposite side of the fresh air guide wall 8C.This burnt gas guide wall 8e consists of a curved surface extending from the cylinder head inner wall surface portion 3c to the bottom wall surface portion 3d.
第２図に示されるように点火栓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
３ｃ上に配置されている。また、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１
１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。As shown in FIG. 2, the ignition plug 10 is arranged on the cylinder head inner wall surface 3c so as to be located at the center of the cylinder head inner wall surface 3a. Further, the exhaust valve 7 is not provided with a mask wall that covers the opening between the exhaust valve 7 and the valve seat 11, and therefore, when the exhaust valve 7 opens, the exhaust valve 7 and the valve seat 1
The entire opening formed between 1 and 1 opens into the combustion chamber 4.
第１図を参照するとシリンダヘッド３内には給気弁６に
対して給気ボート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。給気ポート１２には給気管
１４が接続され、給気管１４には上流側から順に、エア
フローメータ３５、スロットル弁（６）
１５、機械式過給機１６、およびサージタンク１７が配
設される。過給機１６は燃焼室４内に給気を送り込むた
めエアフロメータ３５を介して流入する空気を加圧して
圧送している。従って過給機１６より下流の給気管１４
および給気ボート内には過給機１６によって、いわゆる
掃気圧が供給されることとなり、この掃気圧によって給
気が燃焼室４内に流入することとなる。また、一対の給
気弁６下方のシリンダヘッド内壁面部分３ｂの周辺部に
は燃料噴射弁１８が配置される。燃料噴射弁１８はその
先端にノズル口１９が形成され、このノズル口１９が燃
焼室４内に臨んで配置されると共に、燃料噴射弁１８の
後端は燃料デリバリパイプ２０に接続される。燃料デリ
バリパイプ２０は燃料供給管２１を介して燃料タンク２
２に接続され、燃料供給管２１の途中には燃料供給ポン
プ２３が配設される。また、燃料デリバリパイプ２０に
は圧力調整器２４が取付けられる。この圧力調整器２４
はダイヤフラム２５により隔成されたばね室２６と、燃
料室２７とを具備し、ばね室２６内にはダイヤフラム押
圧用圧縮ばね２８が設けられる。また、（７）
ばね室２６は圧力導管２９を介してサージタンク１７に
接続され、ばね室２６内にはサージタンク１７内の圧力
が導かれる。一方、燃料室２７は連通管３３を介してデ
リバリパイプ２０に接続され、燃料室２７内にはデリバ
リパイプ２０内の燃料が導かれる。ダイヤフラム２５の
中央には燃料室２７内に延びる弁体３０が設けられ、燃
料室２７と燃料タンク２２とを接続する燃料返戻導管３
１は燃料室２７内に突出する。燃料室２７内への燃料返
戻導管３１の開口３２は弁体３０により開閉され、燃料
室２７内の燃料圧がばね室２６内に導入される圧力より
予め定められた圧力だけ高くなると開口３２は開弁され
、燃料室２７内の燃料は燃料返戻導管３１を介して燃料
タンク２２に返戻される。これにより、燃料デリバリパ
イプ２０内の燃料圧は、サージタンク１７内の圧力より
予砧定められた一定圧力だけ高い圧力に調整される。燃
料噴射弁１８は、エアフローメータ３５およびクランク
角センサ３６の出力信号に基づいて電子制御ユニット４
０によって制御され、ノズル口１９が開弁せしめられる
と、ノズル口１９から燃焼室４内に燃料が噴出せしめら
れ（８）
る。燃料噴射弁１８の燃料噴射量は電子制御ユニット４
０によって算出される燃料噴射時間、すなわちノズル口
２０の開弁時間によって制御される。Referring to FIG. 1, an air supply boat 12 is formed in the cylinder head 3 for the air intake valve 6, and an exhaust port 13 is formed for the exhaust valve 7. An air supply pipe 14 is connected to the air supply port 12, and an air flow meter 35, a throttle valve (6) 15, a mechanical supercharger 16, and a surge tank 17 are arranged in the air supply pipe 14 in this order from the upstream side. . In order to feed air into the combustion chamber 4, the supercharger 16 pressurizes the air that flows in through the air flow meter 35 and sends the air under pressure. Therefore, the air supply pipe 14 downstream from the supercharger 16
A so-called scavenging pressure is supplied into the intake boat by the supercharger 16, and the scavenging pressure causes the intake air to flow into the combustion chamber 4. Furthermore, a fuel injection valve 18 is arranged around the cylinder head inner wall surface portion 3b below the pair of intake valves 6. The fuel injection valve 18 has a nozzle port 19 formed at its tip, and is disposed facing into the combustion chamber 4, and the rear end of the fuel injection valve 18 is connected to a fuel delivery pipe 20. The fuel delivery pipe 20 is connected to the fuel tank 2 via the fuel supply pipe 21.
2, and a fuel supply pump 23 is disposed in the middle of the fuel supply pipe 21. Further, a pressure regulator 24 is attached to the fuel delivery pipe 20. This pressure regulator 24
includes a spring chamber 26 separated by a diaphragm 25 and a fuel chamber 27, and a compression spring 28 for pressing the diaphragm is provided in the spring chamber 26. (7) The spring chamber 26 is connected to the surge tank 17 via a pressure conduit 29, and the pressure inside the surge tank 17 is introduced into the spring chamber 26. On the other hand, the fuel chamber 27 is connected to the delivery pipe 20 via the communication pipe 33, and the fuel in the delivery pipe 20 is guided into the fuel chamber 27. A valve body 30 extending into the fuel chamber 27 is provided in the center of the diaphragm 25, and a fuel return conduit 3 connects the fuel chamber 27 and the fuel tank 22.
1 protrudes into the fuel chamber 27. The opening 32 of the fuel return conduit 31 into the fuel chamber 27 is opened and closed by the valve body 30, and when the fuel pressure in the fuel chamber 27 is higher than the pressure introduced into the spring chamber 26 by a predetermined pressure, the opening 32 is opened. The valve is opened and the fuel in the fuel chamber 27 is returned to the fuel tank 22 via the fuel return conduit 31. Thereby, the fuel pressure in the fuel delivery pipe 20 is adjusted to a pressure higher than the pressure in the surge tank 17 by a predetermined constant pressure. The fuel injection valve 18 is controlled by the electronic control unit 4 based on the output signals of the air flow meter 35 and the crank angle sensor 36.
When the nozzle port 19 is opened under the control of 0, fuel is injected from the nozzle port 19 into the combustion chamber 4 (8). The fuel injection amount of the fuel injection valve 18 is controlled by the electronic control unit 4.
It is controlled by the fuel injection time calculated by 0, that is, the valve opening time of the nozzle port 20.
第２図を参照すると、燃料噴射弁１８は、マスク壁８ａ
に対して互いに反対側に配置された給気弁６と排気弁７
の各中心０１と０２を通る垂直な平面Ｐと平行な噴射軸
線Ｋに沿って燃料を噴射するように配設される。この噴
射軸線には一対の給気弁６の間の真中および点火栓１０
を通る。また、第１図に示されるようにこの噴射軸線に
はシリンダヘッド３の底面３ｅに対して約３０度をなす
。Referring to FIG. 2, the fuel injection valve 18 has a mask wall 8a.
An air supply valve 6 and an exhaust valve 7 arranged on opposite sides of the
are arranged to inject fuel along an injection axis K that is parallel to a perpendicular plane P that passes through centers 01 and 02 of . This injection axis includes the center between the pair of intake valves 6 and the ignition plug 10.
pass through. Further, as shown in FIG. 1, this injection axis makes an angle of about 30 degrees with respect to the bottom surface 3e of the cylinder head 3.
第５図は給気弁６および排気弁７の開弁期間および燃料
噴射弁１８の開弁期間を示している。第５図に示すよう
に下死点前において給気弁６よりも排気弁７が先に開弁
し、下死点後において給気弁６よりも排気弁７が先に閉
弁する。また、燃料噴射弁１８は排気弁７が閉弁する少
し前に開弁せし必られて燃料噴射が開始され、給気弁６
が閉弁する前に閉弁せしめられて燃料噴射が停止される
。FIG. 5 shows the opening periods of the intake valve 6 and the exhaust valve 7, and the opening period of the fuel injection valve 18. As shown in FIG. 5, the exhaust valve 7 opens before the intake valve 6 before the bottom dead center, and the exhaust valve 7 closes before the intake valve 6 after the bottom dead center. Further, the fuel injection valve 18 must be opened a little before the exhaust valve 7 closes to start fuel injection, and the intake valve 6
The valve is closed before the valve closes, and fuel injection is stopped.
ピストン２が下降して排気弁７が開弁すると燃（９）
焼室４内の高圧既燃ガスが排気ボート１３内に急激に流
出し、燃焼室４内の圧力は急激に低下する。When the piston 2 descends and the exhaust valve 7 opens, the high-pressure burnt gas in the combustion chamber 4 rapidly flows out into the exhaust boat 13, and the pressure in the combustion chamber 4 drops rapidly.
次いで第６図に示すように給気弁６が開弁すると給気ボ
ート１２から燃焼室４内に新気が流入するが給気弁６の
開口に対してマスク壁８ａが設けられているためにほぼ
全新気がマスク壁８ａと反対側の給気弁６の開口部から
矢印Ｎで示すように燃焼室４内に流入する。次いでこの
新気は矢印Ｓで示すように給気弁６下方のシリンダ内壁
面に沿って下降し、次いでピストン２の頂面に沿ってピ
ストン２の頂面を横切り、次いで排気弁７下方のシリン
ダ内壁面に沿って上昇する。この間、この新気流Ｓによ
って燃焼室４内の既燃ガスが徐々に追い出される。下死
点を過ぎて排気弁７のリフト量が小さくなると排気弁７
下流のシリンダ内壁面に沿って上昇する新気流は排気弁
７が配置されているシリンダヘッド内壁面部分３ｃに沿
って給気弁６の方向に向かう。従って燃焼室４内にはシ
リンダ軸線に対し直角をなす軸線周りの新気による旋回
流が発生し、この旋回する新気流の中央部、即ちく１０
）
燃焼室４内の中央部に高温の既燃ガスが集まる。Next, as shown in FIG. 6, when the air supply valve 6 opens, fresh air flows into the combustion chamber 4 from the air supply boat 12, but since a mask wall 8a is provided against the opening of the air supply valve 6. Almost all of the fresh air flows into the combustion chamber 4 from the opening of the intake valve 6 on the side opposite to the mask wall 8a as shown by arrow N. Next, this fresh air descends along the inner wall surface of the cylinder below the intake valve 6 as shown by arrow S, then crosses the top surface of the piston 2 along the top surface of the piston 2, and then flows into the cylinder below the exhaust valve 7. It rises along the inner wall surface. During this time, the burnt gas in the combustion chamber 4 is gradually expelled by the fresh air flow S. When the lift amount of the exhaust valve 7 decreases after the bottom dead center, the exhaust valve 7
The fresh air flow rising along the inner wall surface of the downstream cylinder heads toward the air supply valve 6 along the inner wall surface portion 3c of the cylinder head where the exhaust valve 7 is disposed. Therefore, a swirling flow of fresh air is generated in the combustion chamber 4 around an axis perpendicular to the cylinder axis, and the central part of this swirling fresh air flow is
) High-temperature burnt gas gathers in the center of the combustion chamber 4.
次いで燃料噴射弁１８のノズル口１９から燃料が噴射さ
れる。Next, fuel is injected from the nozzle port 19 of the fuel injection valve 18.
ところで第６図に示すように燃料噴射弁１８のノズル口
１９はノズル口１９の噴射軸線Ｋが燃焼室４上部空間を
指向して下向きに配置され、このノズル口１９からは噴
射軸線Ｋに沿って成る広がり角を有して燃料が噴出せし
められる。この噴射燃料に対して、給気弁６の開口部か
ら燃焼室４内に流入する新気流Ｎはほぼ直角に流入する
ため、噴射燃料は新気流Ｎによってせん断され、微粒化
が促進される。この微粒化された燃料Ｆは新気流Ｎによ
って燃焼室４底部に向かうように偏向せしめられる。By the way, as shown in FIG. 6, the nozzle port 19 of the fuel injection valve 18 is arranged so that the injection axis K of the nozzle port 19 is directed downward toward the upper space of the combustion chamber 4, and from this nozzle port 19, the injection axis K is directed downward. The fuel is ejected with a spread angle of . Since the fresh air flow N flowing into the combustion chamber 4 from the opening of the intake valve 6 flows in at a substantially right angle to the injected fuel, the injected fuel is sheared by the fresh air flow N, and atomization is promoted. This atomized fuel F is deflected toward the bottom of the combustion chamber 4 by the fresh air flow N.
さらに、この噴射燃料は新気流Ｓによって燃焼室４内に
拡散され、高温の既燃ガスと十分に混合して燃料の気化
が向上せしめられる。次いで排気弁７が閉弁するが、給
気弁６の開口部からは依然として新気が流入し、従って
強力な旋回流も依然として発生しているため、前述と同
様に噴射燃料は微粒化されて燃焼室４内に拡散され、気
化が向上（１１）
せしめられる。また、排気弁７が配置されているシリン
ダヘッド内壁面部分３Ｃに沿って給気弁６の方向に向か
う新気流によっても噴射燃料は燃焼室４底部に向けて偏
向せしめられる。Furthermore, this injected fuel is diffused into the combustion chamber 4 by the fresh air flow S, and is sufficiently mixed with the high-temperature burnt gas, thereby improving the vaporization of the fuel. Next, the exhaust valve 7 closes, but fresh air still flows in from the opening of the air supply valve 6, and therefore a strong swirling flow still occurs, so the injected fuel is atomized as described above. It is diffused into the combustion chamber 4 and vaporization is improved (11). Furthermore, the injected fuel is also deflected toward the bottom of the combustion chamber 4 by the fresh air flowing toward the intake valve 6 along the cylinder head inner wall surface portion 3C where the exhaust valve 7 is disposed.
次いで燃料噴射時間が経過すると燃料噴射弁１８が閉弁
せしめられ、ノズル口１９から燃焼室４内への燃料噴射
が停止せしめられ、その後給気弁６が閉弁せしめられる
。Next, when the fuel injection time has elapsed, the fuel injection valve 18 is closed, fuel injection from the nozzle port 19 into the combustion chamber 4 is stopped, and then the air supply valve 6 is closed.
給気弁６が開弁じている期間においてはザージタンク１
７は燃焼室４内に連通せしめられるため、サージタンク
１７内の圧力、すなわち掃気圧は燃焼室４内の圧力とほ
ぼ等しくなる。また給気弁６閉弁直後しばらくの期間に
おいてもサージタンク１７内の圧力は燃焼室４内の圧力
とほぼ等しい。燃料噴射は下死点近傍で実行されるため
、燃焼室４内の圧力変動が小さく、サージタンク１７内
の圧力は実質的に燃焼室４内の圧力とほぼ等しくなる。During the period when the air supply valve 6 is open, the serge tank 1
7 is communicated with the inside of the combustion chamber 4, so the pressure inside the surge tank 17, that is, the scavenging pressure, becomes almost equal to the pressure inside the combustion chamber 4. Further, the pressure in the surge tank 17 is approximately equal to the pressure in the combustion chamber 4 even for a while immediately after the intake valve 6 is closed. Since the fuel injection is performed near the bottom dead center, pressure fluctuations within the combustion chamber 4 are small, and the pressure within the surge tank 17 is substantially equal to the pressure within the combustion chamber 4.
ところで前述のように、圧力調整器２４は燃料噴射弁１
８に供給される燃料の圧力をサージタンク１７内の圧力
より予め定められた一定圧力だけ高い圧力と（１２）
なるように制御している。従って、燃料噴射弁１８から
燃料を噴射する際には、燃料圧は燃焼室４内の圧力より
予め定められた一定圧力だけ高い圧力となるように調整
され、このため、負荷および機関回転数に基づいて算出
される燃料噴射時間の間燃料噴射弁１８から燃料を噴射
せしめることによって、燃焼室４内の圧力変動に関わら
ず燃料噴射量を正確に制御することができる。本実施例
では、燃焼室４内の圧力を圧力調整器２４内のばね室２
６内に直接導入していないため既燃ガスによりばね室２
６内が汚損されるおそれがない。また燃焼行程において
は給気弁６が閉弁しているため、燃焼室４内の燃焼圧が
ばね室２６内に導かれるおそれもない。By the way, as mentioned above, the pressure regulator 24 is connected to the fuel injection valve 1.
The pressure of the fuel supplied to the surge tank 8 is controlled to be higher than the pressure in the surge tank 17 by a predetermined constant pressure (12). Therefore, when fuel is injected from the fuel injection valve 18, the fuel pressure is adjusted to be higher than the pressure in the combustion chamber 4 by a predetermined constant pressure, and therefore the load and engine speed are By injecting fuel from the fuel injection valve 18 during the fuel injection time calculated based on this, the fuel injection amount can be accurately controlled regardless of pressure fluctuations within the combustion chamber 4. In this embodiment, the pressure inside the combustion chamber 4 is controlled by the spring chamber 2 inside the pressure regulator 24.
Since the gas is not introduced directly into the spring chamber 2, the burnt gas may cause damage to the spring chamber 2.
There is no risk that the inside of 6 will be contaminated. Furthermore, since the intake valve 6 is closed during the combustion stroke, there is no fear that the combustion pressure in the combustion chamber 4 will be introduced into the spring chamber 26.
従って簡単な構成によって燃料噴射時における燃料圧が
燃焼室４内の圧力より予め定められた一定圧力だけ高い
圧力となるように調整することができる。Therefore, with a simple configuration, the fuel pressure at the time of fuel injection can be adjusted to be higher than the pressure in the combustion chamber 4 by a predetermined constant pressure.
以上のように本実施例によれば、給気弁６が開弁してい
るときに燃料噴射弁１８から燃焼室４内に燃料を噴出せ
しめるようにしたので、噴射燃料は（１３）
給気弁６の開口部から流入する新気流によって微粒化が
促進せしめられると共に燃焼室４底部に向かって偏向せ
しめられる。このため噴射燃料は新気流Ｓによって燃焼
室４内に拡散され、高温の既燃ガスと接触混合せしめら
れ、高温の既燃ガスによって燃料の気化が促進される。As described above, according to this embodiment, since the fuel is injected from the fuel injection valve 18 into the combustion chamber 4 when the intake valve 6 is open, the injected fuel is (13) The fresh air flowing in from the opening of the valve 6 promotes atomization and is deflected toward the bottom of the combustion chamber 4. For this reason, the injected fuel is diffused into the combustion chamber 4 by the fresh air flow S and mixed with the high-temperature burnt gas, and vaporization of the fuel is promoted by the high-temperature burnt gas.
その結果、燃料が容易に着火せしめられ、着火後に良好
な燃焼が行なわれる。また、このように新気流Ｓによっ
て燃料噴霧Ｆが下方へ曲げられるた必にエアブラスト弁
１４の開弁開始時期を排気弁７が閉弁する前に早めても
燃料が排気ポート１３内に吹き抜けることがない。As a result, the fuel is easily ignited, and good combustion occurs after ignition. Furthermore, since the fuel spray F is bent downward by the fresh air flow S, the fuel will still blow into the exhaust port 13 even if the opening timing of the air blast valve 14 is advanced before the exhaust valve 7 closes. Never.
なお、燃料噴射弁１８の開弁時期は、排気ポート１３内
に燃料が吹き抜けない範囲において進めてもよく、例え
ば第５図に一点鎖線で示すように、下死点直後に燃料噴
射弁１８を閉弁せしめるようにしてもよい。Note that the opening timing of the fuel injection valve 18 may be advanced within a range in which the fuel does not blow into the exhaust port 13. For example, as shown by the dashed line in FIG. The valve may be closed.
また、燃料噴射弁１８の開弁時期は排気弁７が閉弁した
後としてもよい。Further, the timing for opening the fuel injection valve 18 may be after the exhaust valve 7 is closed.
また、前述のように給気弁６閉弁直後のしばら（１４）
くの期間においてもサージタンク１７内の圧力は燃焼室
４内の圧力とほぼ等しいため、燃料噴射弁１８の閉弁時
期を給気弁６閉弁後として、給気弁６が閉弁後サージタ
ンク１７内の圧力が燃焼室４内の圧力とほぼ等しい期間
内において燃料噴射弁１８から燃料を噴射するようにし
てもよい。In addition, as mentioned above, the pressure in the surge tank 17 is almost equal to the pressure in the combustion chamber 4 for a period of time (14) immediately after the intake valve 6 is closed, so the closing timing of the fuel injection valve 18 is adjusted. After the intake valve 6 is closed, fuel may be injected from the fuel injection valve 18 within a period when the pressure in the surge tank 17 is approximately equal to the pressure in the combustion chamber 4 after the intake valve 6 is closed. .
また、燃料噴射弁１８の開弁時期を固定してもよいが、
機関運転状態、例えば機関回転数、機関負荷に応じて変
動せしめてもよい。Furthermore, the opening timing of the fuel injection valve 18 may be fixed, but
It may be varied depending on the engine operating state, for example, the engine speed and the engine load.
燃料噴射時における燃料圧をシリンダ内圧力の増大に応
じて増大せしめることが簡単な構成でできるため、噴射
燃料量を正確に制御することができる。Since the fuel pressure during fuel injection can be increased in accordance with the increase in cylinder pressure with a simple configuration, the amount of injected fuel can be accurately controlled.
第１図は２サイクル内燃機関の側面断面図、第２図は第
１図のシリンダヘッド内壁面を示す図、第３図は第１図
の矢印■に沿ってみた図解的に示す斜視図、第４図は第
１図の矢印■に沿ってみた（１５）
図解的に示す斜視図、第５図は給排気弁および燃料噴射
弁の開弁期間等を示す線図、第６図は燃料噴射時を示す
２サイクル内燃機関の側面断面図である。
３ａ・・・シリンダヘッド内壁面、
４・・・燃焼室、 ６・・・給気弁、７・・
・排気弁、 ８ａ・・・マスク壁、１２・・
・給気ポート、 １４・・・給気管、１８・・・燃
料噴射弁、 ２４・・・圧力調整器。FIG. 1 is a side sectional view of a two-stroke internal combustion engine, FIG. 2 is a diagram showing the inner wall surface of the cylinder head in FIG. 1, and FIG. 3 is a schematic perspective view taken along the arrow ■ in FIG. Figure 4 is a schematic perspective view taken along the arrow ■ in Figure 1 (15), Figure 5 is a line diagram showing the opening periods of the supply and exhaust valves and fuel injection valves, and Figure 6 is a diagram showing the fuel injection valve. FIG. 2 is a side sectional view of the two-stroke internal combustion engine during injection. 3a... Cylinder head inner wall surface, 4... Combustion chamber, 6... Air supply valve, 7...
・Exhaust valve, 8a...mask wall, 12...
- Air supply port, 14...Air supply pipe, 18...Fuel injection valve, 24...Pressure regulator.
Claims (1)
ると共にシリンダ内に臨んで燃料噴射弁を配置し、該燃
料噴射弁に供給される燃料の圧力を調整するための圧力
調整器に掃気圧を導き該掃気圧の増大に応じて前記燃料
の圧力を増大せしめ、前記給気弁開弁時期から、前記給
気弁閉弁後前記掃気圧が前記シリンダ内の圧力にほぼ等
しい時期までの期間内において前記燃料噴射弁から前記
シリンダ内に燃料を噴射せしめるようにした２サイクル
内燃機関。An intake valve and an exhaust valve are arranged on the inner wall surface of the cylinder head, and a fuel injection valve is arranged facing into the cylinder. and increasing the pressure of the fuel in accordance with the increase in the scavenging pressure, and the period from the time when the intake valve is opened to the time when the scavenging pressure is approximately equal to the pressure in the cylinder after the intake valve is closed. A two-stroke internal combustion engine in which fuel is injected from the fuel injection valve into the cylinder.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1241831A JP2684788B2 (en) | 1989-09-20 | 1989-09-20 | Two-cycle internal combustion engine |
| US07/575,660 US5063886A (en) | 1989-09-18 | 1990-08-31 | Two-stroke engine |
| DE4029572A DE4029572C2 (en) | 1989-09-18 | 1990-09-18 | Two-stroke engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1241831A JP2684788B2 (en) | 1989-09-20 | 1989-09-20 | Two-cycle internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03107569A true JPH03107569A (en) | 1991-05-07 |
| JP2684788B2 JP2684788B2 (en) | 1997-12-03 |
Family
ID=17080148
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1241831A Expired - Lifetime JP2684788B2 (en) | 1989-09-18 | 1989-09-20 | Two-cycle internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2684788B2 (en) |
-
1989
- 1989-09-20 JP JP1241831A patent/JP2684788B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JP2684788B2 (en) | 1997-12-03 |
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