JPH036827Y2 - - Google Patents
Info
- Publication number
- JPH036827Y2 JPH036827Y2 JP16488385U JP16488385U JPH036827Y2 JP H036827 Y2 JPH036827 Y2 JP H036827Y2 JP 16488385 U JP16488385 U JP 16488385U JP 16488385 U JP16488385 U JP 16488385U JP H036827 Y2 JPH036827 Y2 JP H036827Y2
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- piston
- recess
- cylinder row
- engine
- 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
Links
- 238000002485 combustion reaction Methods 0.000 claims description 31
- QGMRQYFBGABWDR-UHFFFAOYSA-N sodium;5-ethyl-5-pentan-2-yl-1,3-diazinane-2,4,6-trione Chemical compound [Na+].CCCC(C)C1(CC)C(=O)NC(=O)NC1=O QGMRQYFBGABWDR-UHFFFAOYSA-N 0.000 claims 1
- 239000004215 Carbon black (E152) Substances 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 229930195733 hydrocarbon Natural products 0.000 description 4
- 150000002430 hydrocarbons Chemical class 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000006835 compression Effects 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
Landscapes
- Valve-Gear Or Valve Arrangements (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Description
【考案の詳細な説明】
（産業上の利用分野）
この考案は、例えば自動車のガソリンエンジン
のようなエンジンの燃焼室構造に関する。[Detailed Description of the Invention] (Industrial Application Field) This invention relates to a combustion chamber structure of an engine such as a gasoline engine for an automobile.
（従来技術）
従来、燃焼室をペンタルーフ型に形成して、こ
の燃焼室の容積を小さくし、火炎伝達距離を短く
することで、混合ガスを高圧縮にし、エンジン出
力の向上を図る装置として、例えば、実開昭59−
96323号公報に記載のエンジンの燃焼室構造があ
る。(Prior art) Conventionally, the combustion chamber was formed into a penta-roof shape, and by reducing the volume of the combustion chamber and shortening the flame transmission distance, the mixed gas was highly compressed and the engine output was improved. , for example, Utsukai 59-
There is a combustion chamber structure of an engine described in Publication No. 96323.
この燃焼室構造は第４図に示す如く、燃焼室４
１を、シリンダ列方向Ｘと直交する方向の断面が
略三角形状のペンタルーフ型燃焼室に形成する一
方、この燃焼室４１の下方に位置して、該燃焼室
４１の下部を形成するピストン４２の頂部に、上
述のペンタルーフ型形状に沿い、かつシリンダ列
方向Ｘに延びるスキツシユゾーン４３，４３をピ
ストン４２頂部の両側に形成すると共に、このス
キツシユゾーン４３，４３間に凹部４４を形成し
ている。 This combustion chamber structure is as shown in FIG.
1 is formed into a penta-roof type combustion chamber whose cross section in the direction perpendicular to the cylinder row direction X is approximately triangular. At the top of the piston 42, squishing zones 43, 43 extending along the above-mentioned penta-roof shape and in the cylinder row direction X are formed on both sides of the top of the piston 42, and a recess 44 is formed between the squishing zones 43, 43. are doing.
そして、上述のピストン４２が上昇する圧縮工
程時に、上述のスキツシユゾーン４３，４３にス
キツシユ（squish）流を発生させ、燃焼室の向上
を図るように構成している。 During the compression process in which the piston 42 moves upward, a squish flow is generated in the squish zones 43, 43 to improve the combustion chamber.
しかし、上述の従来構造においては、ピストン
４２頂部のシリンダ列方向Ｘ両端に形成された隆
起部４５，４５と、シリンダヘツド４６下面との
間のエリア４７，４７に未燃焼ガスが溜り、この
ためハイドロカーボン排出量が大となる問題点を
有していた。 However, in the above-mentioned conventional structure, unburned gas accumulates in the areas 47, 47 between the protrusions 45, 45 formed at both ends of the top of the piston 42 in the cylinder row direction X and the lower surface of the cylinder head 46. The problem was that the amount of hydrocarbon emissions was large.
つまり、スキツシユゾーン４３，４３はピスト
ン４２摺動方向に対して垂直方向に形成されるの
に対し、エリア４７，４７はピストン４２の摺動
方向と略同一方向に延びる間隙であるため、該エ
リア４７，４７に燃料が流入するピストン４２が
上昇してもエリア４７，４７よりスキツシユ流が
発生しづらく、エリア４７に未燃焼ガスが溜つて
しまうためである。 In other words, the squish zones 43, 43 are formed in a direction perpendicular to the sliding direction of the piston 42, whereas the areas 47, 47 are gaps extending in substantially the same direction as the sliding direction of the piston 42, so that This is because even if the piston 42 into which fuel flows into the areas 47, 47 rises, a squish flow is less likely to occur than in the areas 47, 47, and unburned gas accumulates in the area 47.
（考案の目的）
この考案は、燃焼室容積の増大を可及的に抑え
ながら、有効なスキツシユエリアを確保した状態
で、未燃焼ガスの溜り現象を防止することがで
き、ハイドロカーボン排出量の低減を図ることが
できるエンジンの燃焼室構造の提供を目的とす
る。(Purpose of the invention) This invention can prevent the accumulation of unburned gas while suppressing the increase in combustion chamber volume as much as possible while securing an effective squeezing area, thereby reducing hydrocarbon emissions. The purpose of the present invention is to provide a combustion chamber structure for an engine that can reduce the
（考案の構成）
この考案は、ピストン頂部両側におけるスキツ
シユゾーン間の凹部を、シリンダ列方向にピスト
ン端部まで延び、かつ、その外周がピストン外方
に向かつて広がるように湾曲する楕円形状に形成
すると共に、上記凹部の底部を楕円の外周から内
周に連れて徐々に深さが深くなる球面状に形成
し、かつ該凹部の略中央に点火プラグを配設した
エンジンの燃焼室構造であることを特徴とする。(Structure of the device) This device has an elliptical shape that extends in the cylinder row direction to the end of the piston, and curves so that the outer circumference widens toward the outside of the piston. A combustion chamber structure for an engine in which the bottom of the recess is formed into a spherical shape that gradually becomes deeper from the outer circumference to the inner circumference of the ellipse, and a spark plug is disposed approximately in the center of the recess. characterized by something.
（考案の効果）
この考案によれば、上述の凹部を、シリンダ列
方向にピストン端部まで延出形成することで、従
来の***部に相当する部分をなくしたので、未燃
焼ガスが溜り現象がなくなり、この結果、ハイド
ロカーボン排出量の低減を図ることができる効果
がある。(Effects of the invention) According to this invention, the above-mentioned recess is formed to extend in the direction of the cylinder row to the end of the piston, thereby eliminating the part corresponding to the conventional raised part, which causes the phenomenon that unburned gas accumulates. As a result, the amount of hydrocarbon emissions can be reduced.
また、上述の凹部の形状を上気の如く特定する
ことにより、燃焼室容積の増大をできるだけ抑
え、かつ有効なスキツシユエリアを確保しながら
上述の効果を得ることがでできる。 Further, by specifying the shape of the above-mentioned concave portion to resemble the upper air, it is possible to obtain the above-mentioned effects while suppressing an increase in the volume of the combustion chamber as much as possible and ensuring an effective squish area.
（実施例）
この考案の一実施例を以下図面に基づいて詳述
する。(Example) An example of this invention will be described in detail below based on the drawings.
図面はエンジンの燃焼室構造を示し、第１図、
第２図、第３図において、シリンダブロツク１上
にシリンダヘツド２を取り付け、このシリンダヘ
ツド２には、燃焼室３と連通する２つの吸気ポー
ト４，４および２つの排気ポート５，５をそれぞ
れ形成している。 The drawings show the structure of the combustion chamber of the engine;
In FIGS. 2 and 3, a cylinder head 2 is mounted on a cylinder block 1, and this cylinder head 2 is provided with two intake ports 4, 4 and two exhaust ports 5, 5, which communicate with a combustion chamber 3, respectively. is forming.
また上述のシリンダツド２には、吸気ポート４
および排気ポート５を適宜開閉制御する吸気弁
６，６および排気弁７，７を、バルブガイド８を
介して配設している。 In addition, the above-mentioned cylinder head 2 has an intake port 4.
Intake valves 6, 6 and exhaust valves 7, 7, which control opening and closing of the exhaust port 5 as appropriate, are disposed via a valve guide 8.
前述の燃焼室３は第１図から明らかな如く、シ
リンダ列方向と直交する方向（以下単に直交方向
と略記するＹの断面が略三角形状のペンタルーフ
型（屋根形の意）燃焼室に形成している。 As is clear from FIG. 1, the aforementioned combustion chamber 3 is formed into a penta-roof type (roof-shaped) combustion chamber whose cross section in the direction perpendicular to the cylinder row direction (hereinafter simply referred to as the orthogonal direction) is approximately triangular. are doing.
また、この燃焼室３下方に位置し、燃焼室３の
一部を形成するピストン９の頂部には、上述のペ
ンタルーフ型形状に沿い、かつ、シリンダ列方向
（第３図のＸ方向）に延びる略三日月形状のスキ
ツシユゾーン１０，１０を、ピストン９両側に形
成している。 Further, the top of the piston 9, which is located below the combustion chamber 3 and forms a part of the combustion chamber 3, has a shape along the above-mentioned penta-roof shape and in the cylinder row direction (X direction in FIG. 3). Extending, substantially crescent-shaped squeeze zones 10, 10 are formed on both sides of the piston 9.
さらに上述のスキツシユゾーン１０，１０間に
は凹部１１を形成している。 Further, a recess 11 is formed between the above-mentioned squish zones 10, 10.
この凹部１１は第２図、第３図からも明らかな
如く、その端部１１ａ，１１ａがシリンダ列方向
Ｘのピストン端部まで延び、かつ、その外週１１
ｂ，１１ｂがピストン外方つまり第３図の矢印Ｚ
方向に向かつて広がるように湾曲する楕円形状に
形成している。 As is clear from FIGS. 2 and 3, this recess 11 has its ends 11a, 11a extending to the piston ends in the cylinder row direction
b, 11b is on the outside of the piston, that is, arrow Z in Fig. 3
It is formed into an elliptical shape that curves and widens in the direction.
また上述の凹部１１の底部１１ｃを、第２図に
示す如く上述の楕円の外周から内周に連れて徐々
に深さが深くなる球面状に形成している。 Further, the bottom 11c of the recess 11 is formed into a spherical shape whose depth gradually increases from the outer periphery to the inner periphery of the ellipse, as shown in FIG.
そして上述の凹部１１の略中央には、シリンダ
ヘツド２に取付けた点火プラグ１２の先端のスパ
ークギヤツプ部を対設している。 Approximately at the center of the above-mentioned recess 11, a spark gap portion at the tip of a spark plug 12 attached to the cylinder head 2 is provided.
図示実施例は上記の如く構成するものにして、
以下作用を説明する。 The illustrated embodiment is configured as described above,
The action will be explained below.
ピストン９が上昇する圧縮工程において、この
ピストン９により押上げられる混合ガスは燃焼室
３のペンタルーフ形状によつて圧縮され、スキツ
シユゾーン１０，１０と、これに対向するシリン
ダヘツド２の下面との間でスキツシユ流（コンプ
レツシヨン・タービユレンス）が発生し、この渦
により燃料と空気の混合率を高める。 In the compression process in which the piston 9 moves up, the mixed gas pushed up by the piston 9 is compressed by the penta-roof shape of the combustion chamber 3, and is compressed into the squish zones 10, 10 and the lower surface of the cylinder head 2 opposite thereto. A compression turbulence is generated between the two, and this vortex increases the mixing ratio of fuel and air.
また、点火および爆発工程においては、高圧縮
された混合ガスに点火プラグ１２の火花が飛び、
この混合ガスが短い火炎伝達距離内において爆発
（燃焼）および膨張する。 In addition, during the ignition and explosion process, the spark from the ignition plug 12 flies into the highly compressed mixed gas.
This gas mixture explodes (burns) and expands within a short flame propagation distance.
ここで、上述の凹部１１は、シリンダ配列方向
Ｘにピストン９端部まで延出して、従来の***部
（第４図の４５参照）に相当する部分をなくして
いるので、第２図に示す部分Ｂに未燃焼ガスが溜
ることなく、この結果、ハイドロカーボン排出量
の低減を図ることができる効果がある。 Here, the above-mentioned recess 11 extends to the end of the piston 9 in the cylinder arrangement direction Unburned gas does not accumulate in portion B, and as a result, there is an effect that the amount of hydrocarbon emissions can be reduced.
また、***部をなくすにあたり、単に***部を
なくすのではなく上述したような楕円球面状に形
成してなくすことにより、燃焼室３容積の増大を
抑えつつ、有効なスキツシユゾーン１０を確保で
き、また点火プラグからの火炎伝播の伝達距離を
均等に形成することができるので、高圧縮化を確
保できる。 In addition, when eliminating the raised portion, by forming the raised portion into an elliptical spherical shape as described above instead of simply eliminating the raised portion, an effective squeezing zone 10 can be secured while suppressing an increase in the volume of the combustion chamber 3. Furthermore, since the distance of flame propagation from the spark plug can be made uniform, high compression can be ensured.
図面はこの考案の一実施例を示し、第１図はエ
ンジンの燃焼室構造を示す断面図、第２図は第１
図の−線矢視断面図、第３図はピストンの平
面図、第４図は従来の燃焼室構造を示す断面図で
ある。
３……燃焼室、９……ピストン、１０……スキ
ツシユゾーン、１１……凹部、１２……点火プラ
グ、Ｘ……シリンダ列方向、Ｙ……直交方向。
The drawings show one embodiment of this invention, with Fig. 1 being a sectional view showing the structure of the combustion chamber of the engine, and Fig. 2 showing the structure of the combustion chamber of the engine.
3 is a plan view of a piston, and FIG. 4 is a sectional view showing a conventional combustion chamber structure. 3... Combustion chamber, 9... Piston, 10... Squeeze zone, 11... Recess, 12... Spark plug, X... Cylinder row direction, Y... Orthogonal direction.
Claims (1)
面が略三角形状のペンタルーフ型燃焼室に形成す
る一方、 該燃焼室下方に位置し、燃焼室の一部を形成す
るピストン頂部に、上記ペンタルーフ型形状に沿
い、かつ、シリンダ列方向に延びるスキツシユゾ
ーンをピストン両側に形成すると共に、 該スキツシユゾーン間に凹部を形成したエンジン
の燃焼室構造であつて、 上記凹部を、シリンダ列方向にピストン端部ま
で延び、かつその外周がピストン外方に向かつて
広がるように湾曲する楕円形状に形成すると共
に、 上記凹部の底部を楕円の外周から内周に連れて
徐々に深さが深くなる球面状に形成し、かつ該凹
部の略中央に点火プラグを配設した エンジンの燃焼室構造。[Scope of Claim for Utility Model Registration] The combustion chamber is formed into a penta-roof type combustion chamber with a substantially triangular cross section in the direction perpendicular to the direction of the cylinder row, and a pental roof type combustion chamber is located below the combustion chamber and partially covers the combustion chamber. A combustion chamber structure for an engine in which a squishing zone is formed on both sides of the piston along the pentaloof shape and extending in the cylinder row direction on the top of the piston, and a recess is formed between the squishing zones. , the recess is formed in an elliptical shape that extends in the cylinder row direction to the end of the piston and whose outer periphery is curved so as to widen toward the outside of the piston; A combustion chamber structure for an engine, in which the combustion chamber is formed into a spherical shape that gradually becomes deeper, and a spark plug is disposed approximately in the center of the recess.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16488385U JPH036827Y2 (en) | 1985-10-25 | 1985-10-25 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16488385U JPH036827Y2 (en) | 1985-10-25 | 1985-10-25 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6272437U JPS6272437U (en) | 1987-05-09 |
| JPH036827Y2 true JPH036827Y2 (en) | 1991-02-20 |
Family
ID=31094412
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP16488385U Expired JPH036827Y2 (en) | 1985-10-25 | 1985-10-25 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH036827Y2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007148467A1 (en) * | 2006-06-23 | 2007-12-27 | Honda Motor Co., Ltd. | Direct fuel injection diesel engine |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0752332Y2 (en) * | 1988-06-10 | 1995-11-29 | 三菱重工業株式会社 | Spark ignition engine combustion chamber |
| JP2579078Y2 (en) * | 1989-05-31 | 1998-08-20 | 株式会社ユニシアジェックス | Internal combustion engine piston |
| JP6056841B2 (en) * | 2014-12-25 | 2017-01-11 | マツダ株式会社 | Combustion chamber structure of direct injection engine |
-
1985
- 1985-10-25 JP JP16488385U patent/JPH036827Y2/ja not_active Expired
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007148467A1 (en) * | 2006-06-23 | 2007-12-27 | Honda Motor Co., Ltd. | Direct fuel injection diesel engine |
| US8056532B2 (en) | 2006-06-23 | 2011-11-15 | Honda Motor Co., Ltd. | Direct fuel injection diesel engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6272437U (en) | 1987-05-09 |
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