JPH05179960A - Intra-cylinder injection type internal combustion engine - Google Patents

Intra-cylinder injection type internal combustion engine

Info

Publication number
JPH05179960A
JPH05179960A JP34614391A JP34614391A JPH05179960A JP H05179960 A JPH05179960 A JP H05179960A JP 34614391 A JP34614391 A JP 34614391A JP 34614391 A JP34614391 A JP 34614391A JP H05179960 A JPH05179960 A JP H05179960A
Authority
JP
Japan
Prior art keywords
fuel
fuel injection
injection valve
groove
injected
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
Application number
JP34614391A
Other languages
Japanese (ja)
Inventor
Koichi Nakada
浩一 中田
Kenichi Nomura
憲一 野村
Tatsuo Kobayashi
辰夫 小林
Hiroaki Nihei
裕昭 仁平
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP34614391A priority Critical patent/JPH05179960A/en
Publication of JPH05179960A publication Critical patent/JPH05179960A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • F02F1/4221—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder particularly for three or more inlet valves
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

PURPOSE:To disperse fuel by providing a first and a second recessed grooves on the top face of a piston, and deflecting fuel from a second fuel infection valve in the circumferential direction of the top face of the piston through the second recessed groove. CONSTITUTION:A first recessed grove 15 extended up to under the extreme end part of a first fuel injection valve 14a is formed on the top face of a piston 2, and a second recessed groove 16 of circular arc is formed on the top face of the piston 2 positioned on the side of a second fuel injection valve 14b. Fuel from the first fuel injection valve 14a is advanced toward the end part 15a of the recessed groove along the side wall 15b of the recessed groove. Fuel from the second fuel injection valve 14b is mainly injected toward the second recessed groove 16, atomized by collision against the bottom wall 16c and allowed to flow toward the circumferential wall 16a, and dispersed in the wide range. Thus, the fuel is sufficiently mixed with air so as to obtain good combustion.

Description

【発明の詳細な説明】Detailed Description of the Invention

【０００１】[0001]

【産業上の利用分野】本発明は筒内噴射式内燃機関に関
する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cylinder injection type internal combustion engine.

【０００２】[0002]

【従来の技術】シリンダヘッド内壁面の中心部に点火栓
を配置し、シリンダヘッド内壁面の一側周縁部に第１の
燃料噴射弁と第２の燃料噴射弁を配置し、点火栓の下方
から第１燃料噴射弁に向けて延びる凹溝をピストン頂面
上に形成し、機関中負荷運転時に第１燃料噴射弁から燃
料を凹溝内に向け斜め下方に噴射して凹溝内に噴射され
た燃料により点火栓周りに混合気を形成すると共に、第
１燃料噴射弁からの噴射時期よりも早い時期に燃料を第
２燃料噴射弁から主に凹溝周りのピストン頂面に向け斜
め下方に噴射するようにした筒内噴射式内燃機関が本出
願人により既に提案されている（特願平３−１５０６４
２号参照）。2. Description of the Related Art A spark plug is arranged at the center of the inner wall surface of a cylinder head, and a first fuel injection valve and a second fuel injection valve are arranged at one peripheral edge of the inner wall surface of the cylinder head. From the first fuel injection valve to the first fuel injection valve is formed on the top surface of the piston, and the fuel is injected obliquely downward from the first fuel injection valve into the groove during medium-load operation of the engine. The fuel mixture forms an air-fuel mixture around the spark plug, and at a time earlier than the injection timing from the first fuel injection valve, the fuel is obliquely downward from the second fuel injection valve mainly toward the piston top surface around the groove. An in-cylinder injection type internal combustion engine in which fuel is injected into a cylinder has already been proposed by the present applicant (Japanese Patent Application No. 3-15064).
(See No. 2).

【０００３】この筒内噴射式内燃機関では機関中負荷運
転時に燃料を第２燃料噴射弁から主に凹溝周りのピスト
ン頂面に向け斜め下方に噴射することにより燃料を燃焼
室内に拡散させ、拡散された燃料を第１燃料噴射弁から
の噴射燃料により点火栓周りに形成された混合気の着火
火炎を火種として燃焼せしめるようにしている。In this in-cylinder injection type internal combustion engine, fuel is diffused into the combustion chamber by injecting the fuel obliquely downward from the second fuel injection valve mainly toward the top surface of the piston around the groove when the engine is operating under medium load. The diffused fuel is burned with the ignition flame of the air-fuel mixture formed around the spark plug by the fuel injected from the first fuel injection valve.

【０００４】[0004]

【発明が解決しようとする課題】しかしながらこのよう
に燃料を第２燃料噴射弁から主に凹溝周りのピストン頂
面に向け斜め下方に噴射すると噴射燃料は燃焼室内に良
好に分散せず、第２燃料噴射弁と反対側のシリンダボア
内壁面周りに集まることになる。その結果、噴射燃料は
燃焼室内全体の空気と十分に混合せしめられず、斯くし
て良好な燃焼が得られないという問題がある。However, when the fuel is injected obliquely downward from the second fuel injection valve mainly toward the piston top surface around the concave groove in this way, the injected fuel does not disperse well in the combustion chamber. 2 Collect around the inner wall surface of the cylinder bore on the side opposite to the fuel injection valve. As a result, the injected fuel cannot be sufficiently mixed with the air in the entire combustion chamber, and there is a problem that good combustion cannot be obtained.

【０００５】[0005]

【課題を解決するための手段】上記問題点を解決するた
めに本発明によれば、シリンダヘッド内壁面の中心部に
点火栓を配置し、シリンダヘッド内壁面の一側周縁部に
第１の燃料噴射弁と第２の燃料噴射弁を配置し、点火栓
の下方から第１燃料噴射弁に向けて延びる凹溝をピスト
ン頂面上に形成し、第１燃料噴射弁から燃料を凹溝内に
向け斜め下方に噴射して凹溝内に噴射された燃料により
点火栓周りに混合気を形成し、第１燃料噴射弁からの噴
射時期よりも早い時期に燃料を第２燃料噴射弁から主に
凹溝周りのピストン頂面に向け斜め下方に噴射するよう
にした筒内噴射式内燃機関において、上述の凹溝に対し
第２燃料噴射弁側に配置するピストン頂面上にピストン
頂面の周縁部に沿って円弧状に延びる第２の凹溝を形成
して第２燃料噴射弁から燃料を第２凹溝内に向け斜め下
方に噴射し、第２燃料噴射弁から噴射された燃料の流動
方向を第２凹溝によりピストン頂面の周辺方向に偏向さ
せるようにしている。In order to solve the above problems, according to the present invention, an ignition plug is arranged at the center of the inner wall surface of the cylinder head, and a first plug is provided at one peripheral edge of the inner wall surface of the cylinder head. A fuel injection valve and a second fuel injection valve are arranged, a concave groove extending from below the spark plug toward the first fuel injection valve is formed on the piston top surface, and fuel is injected from the first fuel injection valve into the concave groove. The fuel is injected diagonally downward toward the engine and is injected into the groove to form an air-fuel mixture around the spark plug, and the fuel is injected from the second fuel injection valve at a time earlier than the injection time from the first fuel injection valve. In the in-cylinder injection internal combustion engine in which the injection is performed obliquely downward toward the piston top surface around the concave groove, the piston top surface of the piston top surface is arranged on the second fuel injection valve side with respect to the above-mentioned groove. Second fuel injection by forming a second groove extending in an arc shape along the peripheral portion From the fuel injected obliquely downwardly toward the second recessed groove, and the flow direction of the fuel injected from the second fuel injection valve to deflect the second groove in the peripheral direction of the piston top surface.

【０００６】[0006]

【作用】第２燃料噴射弁から噴射された燃料の流動方向
が第２凹溝によりピストン頂面の周辺方向に偏向され、
斯くして噴射燃料がピストン頂面の広い範囲に拡散され
る。The flow direction of the fuel injected from the second fuel injection valve is deflected by the second groove toward the periphery of the piston top surface,
Thus, the injected fuel is spread over a wide area on the top surface of the piston.

【０００７】[0007]

【実施例】図２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内で往復運動するピ
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３ｃ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３個の排気弁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。2 and 3, 1 is a cylinder block, 2 is a piston that reciprocates in the cylinder block 1, 3 is a cylinder head fixed on the cylinder block 1, and 4 is a cylinder head 3. The combustion chambers formed between the wall surface 3a and the top surface of the piston 2 are shown respectively. A groove 5 is formed on the inner wall surface 3a of the cylinder head.
A pair of air supply valves 6 are arranged on the cylinder head inner wall surface portion 3b forming the bottom wall surface. On the other hand, the cylinder head inner wall surface portion 3c excluding the groove 5 is inclined and substantially flat, and three exhaust valves 7 are arranged on the cylinder head inner wall surface portion 3c. The cylinder head inner wall surface portion 3b and the cylinder head inner wall surface portion 3c are connected to each other through the peripheral wall 8 of the groove 5.

【０００８】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８
ｂ，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８ｂ，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。The concave groove peripheral wall 8 is disposed between the air supply valve 6 and a pair of mask walls 8a which are arranged very close to the peripheral edge of the air supply valve 6 and extend in an arc shape along the peripheral edge of the air supply valve 6. And a pair of fresh air guide walls 8c located between the peripheral wall of the cylinder head inner wall surface 3a and the air supply valve 6. Each mask wall 8a extends toward the combustion chamber 4 below the air supply valve 6 at the maximum lift position, so that the opening between the peripheral edge of the air supply valve 6 on the exhaust valve 7 side and the valve seat 9 is formed. The air supply valve 6 is closed by the mask wall 8a for the entire opening period. Also, each fresh air guide wall 8
b and 8c are located in substantially the same plane, and these fresh air guide walls 8b and 8c extend substantially parallel to the line connecting the centers of both air supply valves 6. The spark plug 10 is arranged 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
However, a mask wall that covers the opening between the exhaust valve 7 and the valve seat 11 is not provided. Therefore, when the exhaust valve 7 is opened, the opening formed between the exhaust valve 7 and the valve seat 11 is entirely It will open into the combustion chamber 4.

【０００９】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、各給気弁６近傍のシリンダ
ヘッド内壁面３ａの周縁部に一対の燃料噴射弁、即ち第
１燃料噴射弁１４ａと第２燃料噴射弁１４ｂとが配置さ
れ、これら燃料噴射弁１４ａ，１４ｂから燃焼室４内に
向けて燃料が噴射される。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 pair of fuel injection valves, that is, a first fuel injection valve 14a and a second fuel injection valve 14b are arranged at the peripheral edge of the cylinder head inner wall surface 3a near each air supply valve 6, and these fuel injection valves 14a, 14b are arranged. The fuel is injected from the inside of the combustion chamber 4.

【００１０】図１および図２に示されるようにピストン
２の頂面上には点火栓１０の下方から第１燃料噴射弁１
４ａの先端部の下方まで延びる第１の凹溝１５が形成さ
れる。この第１凹溝１５は点火栓１０下方の凹溝端部１
５ａから第１燃料噴射弁１４ａ側に向けて次第に拡開し
つつほぼまっすぐに延びる一対の側壁面１５ｂと、ほぼ
平坦をなす底壁面１５ｃとにより画定され、図２に示さ
れるように凹溝端部１５ａの壁面は点火栓１０に向けて
延びている。また、図１からわかるように凹溝端部１５
ａは点火栓１０と第１燃料噴射弁１４ａの先端部とを含
む垂直平面Ｋ−Ｋ上に形成されており、各側壁面１５ｂ
はこの垂直平面Ｋ−Ｋに関して対称的な形状を有する。
従って第１凹溝１５は垂直平面Ｋ−Ｋに関して対称的な
形状を有することになる。As shown in FIGS. 1 and 2, the first fuel injection valve 1 is provided on the top surface of the piston 2 from below the spark plug 10.
A first recessed groove 15 extending below the tip of 4a is formed. The first groove 15 is a groove end portion 1 below the spark plug 10.
5a to the first fuel injection valve 14a side, it is defined by a pair of side wall surfaces 15b that extend substantially straight while gradually expanding, and a bottom wall surface 15c that is substantially flat, and as shown in FIG. The wall surface of 15a extends toward the spark plug 10. Further, as can be seen from FIG.
a is formed on a vertical plane KK including the spark plug 10 and the tip of the first fuel injection valve 14a, and each side wall surface 15b.
Has a symmetrical shape with respect to this vertical plane KK.
Therefore, the first groove 15 has a symmetrical shape with respect to the vertical plane KK.

【００１１】一方、図１および図２に示されるように第
１凹溝１５に対して第２燃料噴射弁１４ｂ側に位置する
ピストン２の頂面上にはピストン２の頂面周縁部に沿っ
て円弧状に延びる第２の凹溝１６が形成される。この第
２凹溝１６はピストン２の頂面周縁部に沿って円弧状に
延びかつほぼ垂直方向に延びる周壁面１６ａと、周壁面
１６ａと比べてゆるやかな傾斜面からなる端部壁１６ｂ
と、第２燃料噴射弁１４ｂ側から周壁面１６ｂに向けて
傾斜するほぼ平坦をなす底壁面１６ｃとにより画定され
る。なお、図２に示されるようにピストン２が上死点に
達すると点火栓１０に関し凹溝１５と反対側に位置する
ピストン２の頂面部分とシリンダヘッド内壁面部分３ｃ
との間にはスキッシュエリア１７が形成される。On the other hand, as shown in FIGS. 1 and 2, on the top surface of the piston 2 located on the second fuel injection valve 14b side with respect to the first groove 15, along the peripheral edge of the top surface of the piston 2. The second concave groove 16 extending in an arc shape is formed. The second groove 16 has a peripheral wall surface 16a that extends in an arc shape along the peripheral edge of the top surface of the piston 2 and that extends in a substantially vertical direction, and an end wall wall 16b that is an inclined surface that is gentler than the peripheral wall surface 16a.
And a substantially flat bottom wall surface 16c inclined from the second fuel injection valve 14b side toward the peripheral wall surface 16b. As shown in FIG. 2, when the piston 2 reaches the top dead center, the top surface portion of the piston 2 and the cylinder head inner wall surface portion 3c located on the opposite side of the concave groove 15 with respect to the spark plug 10.
A squish area 17 is formed between and.

【００１２】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、Ｉm1およびＩm2は機関中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。図４から機
関高負荷運転時における燃料噴射Ｉh1およびＩh2は排気
弁７が閉弁する頃に行われ、機関低負荷運転時における
燃料噴射Ｉl は高負荷運転時に比べてかなり遅い時期に
行われることがわかる。また、機関中負荷運転時には２
回に分けて燃料噴射Ｉm1およびＩm2が行われ、このとき
第１回目の燃料噴射Ｉm1は機関高負荷運転時とほぼ同じ
時期に行われ、第２回目の燃料噴射Ｉm2は機関低負荷運
転時とほぼ同じ時期に行われることがわかる。なお、図
１から図３に示す実施例では機関低負荷運転時における
燃料噴射Ｉl および機関中負荷運転時における第２回目
の燃料噴射Ｉm2は第１燃料噴射弁１４ａにより行われ、
機関中負荷運転時における第１回目の燃料噴射Ｉm1は第
２燃料噴射弁１４ｂにより行われ、機関高負荷運転時に
おける燃料噴射Ｉh1およびＩh2は第１燃料噴射弁１４ａ
および第２燃料噴射弁１４ｂの双方により行われる。As shown in FIG. 4, shown in FIGS.
In the embodiment, the exhaust valve 7 opens before the air supply valve 6
The valve 7 closes before the air supply valve 6. Also, the smell in FIG.
I lIndicates the fuel injection timing during engine low load operation
I, Im1And Im2Is the fuel during engine load operation
It shows the fuel injection timing, Ih1And Ih2Is high engine load
The fuel injection timing during operation is shown. Machine from Figure 4
Fuel injection at high load operation Ih1And Ih2Is exhaust
It is performed when the valve 7 is closed, and when the engine is under low load operation.
Fuel injection IlIs considerably later than during high load operation
You know that it will be done. In addition, when the engine is operating under medium load, 2
Fuel injection divided into times Im1And Im2Was done at this time
First fuel injection Im1Is almost the same as during high engine load operation
2nd fuel injection Im2Is engine low load luck
It can be seen that it takes place at about the same time as when turning. Note that the figure
In the embodiment shown in FIGS. 1 to 3, during engine low load operation
Fuel injection IlAnd the second time during engine medium load operation
Fuel injection Im2Is performed by the first fuel injection valve 14a,
First fuel injection I during engine medium load operation Im1Is the
2 The fuel injection valve 14b is used for high engine load operation.
Fuel Injection Ih1And Ih2Is the first fuel injection valve 14a
And the second fuel injection valve 14b.

【００１３】図５に示されるように給気弁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８
ａ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を介して排出される。次い
でピストン２が下死点ＢＤＣを過ぎて上昇を開始すると
その後各燃料噴射弁１４ａ，１４ｂからの燃料噴射が開
始される。When the intake valve 6 and the exhaust valve 7 are opened as shown in FIG. 5, air flows into the combustion chamber 4 via the intake valve 6. At this time, since the opening of the air supply valve 6 on the exhaust valve 7 side is covered by the mask wall 8a, the air flows through the mask wall 8a.
It flows into the combustion chamber 4 from the opening of the air supply valve 6 on the opposite side to a. This air descends along the inner wall surface of the cylinder bore below the air supply valve 6 as shown by the arrow W, then advances along the top surface of the piston 2 and rises along the inner wall surface of the cylinder bore below the exhaust valve 7, thus 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 shape. Next, when the piston 2 passes the bottom dead center BDC and starts to rise, fuel injection from the fuel injection valves 14a and 14b is then started.

【００１４】次に図６から図１１を参照して機関低負荷
運転時、機関中負荷運転時および機関高負荷運転時にお
ける燃料噴射方法について説明する。なお、図６は機関
低負荷運転時における燃料噴射Ｉl を示しており、図７
から図９は機関中負荷運転時における燃料噴射Ｉm1，Ｉ
m2を示しており、図１０および図１１は機関高負荷運転
時における燃料噴射Ｉh1，Ｉh2を示している。Next, referring to FIG. 6 to FIG. 11, a fuel injection method during engine low load operation, engine medium load operation and engine high load operation will be described. It should be noted that FIG. 6 shows the fuel injection I l during engine low load operation.
9 to FIG. 9 show the fuel injections I m1 and I m during the engine medium load operation
m2 is shown, and FIGS. 10 and 11 show fuel injections I h1 and I h2 during engine high load operation.

【００１５】図１および図６に示されるように機関低負
荷運転時には燃料は第１燃料噴射弁１４ａから垂直平面
Ｋ−Ｋに沿い凹溝底壁面１５ｃに向けて斜めに噴射され
る。この噴射燃料は凹溝底壁面１５ｃ上に衝突した後凹
溝側壁面１５ｂに沿いつつ凹溝端部１５ａに向けて進行
する。次にこのときの噴射燃料の挙動について図１２を
参照しつつ説明する。As shown in FIGS. 1 and 6, during engine low load operation, fuel is obliquely injected from the first fuel injection valve 14a along the vertical plane KK toward the groove bottom wall surface 15c. The injected fuel collides with the bottom wall surface 15c of the groove and then travels toward the end 15a of the groove along the side wall surface 15b of the groove. Next, the behavior of the injected fuel at this time will be described with reference to FIG.

【００１６】図１２において鎖線Ｒは凹溝底壁面１５ｃ
上における噴射燃料の衝突領域を示しており、矢印
Ｆ1 ，Ｆ2 は噴射燃料の代表的な２つの流れを示してい
る。図１２に示されるように噴射燃料Ｆ1 ，Ｆ2 は凹溝
底壁面１５ｃ上に衝突後も慣性力によって噴射方向に進
行し、次いで凹溝側壁面１５ｂまで進んだ後に凹溝側壁
面１５ｂに沿いつつ凹溝端部１５ａに向けて進行する。
ところで各凹溝側壁面１５ｂは凹溝端部１５ａから燃料
噴射弁１４側に向けてほぼまっすぐに延びているので凹
溝側壁面１５ｂに対する各噴射燃料Ｆ1 ，Ｆ2 の入射角
θ1 ，θ2 は噴射中心に近い噴射燃料ほど小さくなり、
従って凹溝側壁面１５ｂに沿って進行を開始しはじめた
ときの各噴射燃料Ｆ1 ，Ｆ2 の流動速度υ1 ．υ2 は噴
射中心に近い噴射燃料ほど速くなる。In FIG. 12, the chain line R indicates the bottom wall surface 15c of the groove.
The above shows the collision area of the injected fuel, and arrows F 1 and F 2 show two typical flows of the injected fuel. As shown in FIG. 12, the injected fuels F 1 and F 2 advance in the injection direction by the inertial force even after collision on the bottom wall surface 15c of the groove, and then proceed to the side wall surface 15b of the groove and then on the side wall surface 15b of the groove. It advances toward the concave groove end portion 15a while following it.
By the way, since each recess groove side wall surface 15b extends almost straight from the recess groove end portion 15a toward the fuel injection valve 14 side, the incident angles θ 1 , θ 2 of the respective injected fuels F 1 , F 2 with respect to the recess groove side wall surface 15b. Becomes smaller as the injected fuel is closer to the injection center,
Therefore, the flow velocity ν 1 .. of each of the injected fuels F 1 and F 2 when starting to proceed along the concave groove side wall surface 15b. υ 2 becomes faster as the injected fuel is closer to the injection center.

【００１７】これに対して図１３に示されるようにピス
トン２′の頂面上に形成された凹溝１５′の輪郭形状を
円形とし、燃料噴射弁１４′から凹溝１５′の平坦な底
壁面１５ｃ′上に燃料を噴射すると凹溝側壁面１５ｂ′
に対する各噴射燃料Ｆ1 ′，Ｆ2 ′の入射角θ1 ′，θ
2 ′は噴射中心に近い噴射燃料ほど大きくなり、従って
凹溝側壁面１５ｂ′に沿って進行を開始しはじめたとき
の噴射燃料Ｆ1 ′，Ｆ 2 ′の流動速度υ1 ′，υ2 ′は
噴射中心に近い噴射燃料ほど遅くなる。ところがこのよ
うにυ1 ′＞υ2 ′なる関係があると各凹溝側面１５
ｂ′に沿って流れる燃料又は混合気はほぼ同時期に凹溝
端部１５ａ′に集まり、次いでほぼ同時期に凹溝端部１
５ａ′に沿って上昇して点火栓１０の周りに混合気を形
成することになる。従ってこの場合には常にほぼ全噴射
燃料によって点火栓１０の周りに混合気が形成されるこ
とになり、従ってこのとき点火栓１０周りに形成される
混合気の濃度は燃料噴射量を制御する以外の方法によっ
ては制御することができないことになる。斯くして例え
ば燃料噴射量が少ないときに点火栓１０の周りに最適な
混合気を形成しようとすると燃料噴射量が増大したとき
には点火栓１０周りに形成される混合気は過濃となり、
斯くして点火栓１０による良好な着火が得られないばか
りでなく、たとえ着火したとしても多量の未燃ＨＣ，Ｃ
Ｏが発生することになる。On the other hand, as shown in FIG.
The contour shape of the concave groove 15 'formed on the top surface of the tongue 2'
It is circular and has a flat bottom from the fuel injection valve 14 'to the concave groove 15'.
When fuel is injected onto the wall surface 15c ', the groove side wall surface 15b'
Fuel injection F for1′, F2Angle of incidence θ1′, Θ
2′ Becomes larger as the injected fuel is closer to the injection center, so
When starting to move along the groove side wall surface 15b '
Fuel injection F1′, F 2′ Flow velocity υ1′, Υ2′ Is
The fuel injected closer to the center of injection is slower. But this is
Sea urchin1′ ＞ υ2'If there is a relationship, each concave groove side surface 15
The fuel or air-fuel mixture flowing along b'is recessed at approximately the same time.
Collected at the end 15a ', and then at the same time, the groove end 1
5a ′ and rises to form a mixture around the spark plug 10.
Will be completed. Therefore, in this case, almost all injection is always performed.
The fuel forms an air-fuel mixture around the spark plug 10.
Therefore, at this time, the spark plug 10 is formed around the spark plug 10.
The concentration of the air-fuel mixture can be adjusted by a method other than controlling the fuel injection amount.
Will be out of control. Thus an analogy
For example, when the fuel injection amount is small, it is most suitable around the spark plug 10.
When the fuel injection amount increases when trying to form a mixture
The air-fuel mixture formed around the spark plug 10 becomes rich,
Thus, good ignition cannot be obtained by the spark plug 10.
Not a large amount of unburned HC, C even if it ignites
O will be generated.

【００１８】これに対して図１２に示されるようにυ1
＜υ2 なる関係があると噴射燃料Ｆ 2 が凹溝端部１５ａ
に到達しても噴射燃料Ｆ1 は依然として凹溝端部１５ａ
に向けて進行中であり、従って各噴射燃料Ｆ1 ，Ｆ2 が
凹溝端部１５ａに到達するのに時間差を生ずることにな
る。このように各噴射燃料Ｆ1 ，Ｆ2 が凹溝端部１５ａ
に到達するのに時間差を生ずると点火栓１０周りに形成
される混合気は時間を経過するにつれて次第に濃くなる
ことになり、従ってこの場合には燃料噴射量が一定であ
っても燃料噴射から点火が行われるまでの時間を制御す
ることによって点火が行われるときに点火栓１０周りに
形成される混合気の濃度を制御できることになる。云い
換えると点火が行われるときに点火栓１０周りに最適な
濃度の混合気が形成されるように点火時期又は噴射時期
を制御することによって点火が行われるときに点火栓１
０周りに常に最適な混合気を形成できることになる。従
って図１２に示すような形状の凹溝１５を用いると燃料
噴射量によらずに点火栓１０による良好な着火を確保で
きることになる。On the other hand, as shown in FIG.1
<Υ2If there is a relationship such as 2Is the groove end 15a
Fuel F1Is still the groove end 15a
Is in progress, and therefore each injected fuel F1, F2But
There will be a time lag in reaching the groove end 15a.
It In this way, each injected fuel F1, F2Is the groove end 15a
Form around spark plug 10 when there is a time lag in reaching
The air-fuel mixture is gradually thickened over time
Therefore, in this case, the fuel injection amount is constant.
Control the time from fuel injection to ignition
Around the spark plug 10 when ignition is performed by
It is possible to control the concentration of the air-fuel mixture formed. Say
Optimum around the spark plug 10 when ignited by changing
Ignition timing or injection timing so that a mixture with a certain concentration is formed
When the ignition is performed by controlling the spark plug 1
The optimum mixture can be always formed around 0. Servant
Therefore, if a groove 15 having a shape as shown in FIG.
Ensure good ignition with spark plug 10 regardless of injection quantity
I will be able to do it.

【００１９】上述したように噴射燃料は慣性力によって
凹溝底壁面１５ｃ上を点火栓１０の下方に向けて流れ
る。ところでピストン２が上死点に近づくと図６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も凹溝底壁面１５
ｃ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、凹溝底壁面１５ｃに沿い点火栓１０の下方に向か
う燃料はスキッシュ流Ｓによって気化せしめられ、斯く
して点火栓１０の周りに集まる混合気は十分に気化せし
められることになる。As described above, the injected fuel flows downward on the spark plug 10 on the bottom wall surface 15c of the groove due to the inertial force. By the way, when the piston 2 approaches the top dead center, a squish flow is jetted from the squish area 17 as indicated by an arrow S in FIG.
Proceed along c. Therefore, the injected fuel is this squish flow S
Also gives a downward force to the spark plug 10.
Further, the fuel flowing downward of the spark plug 10 along the groove bottom wall surface 15c is vaporized by the squish flow S, so that the air-fuel mixture gathering around the spark plug 10 is sufficiently vaporized.

【００２０】一方、機関中負荷運転時には図７に示すよ
うにピストン２が低い位置にあるときに第２燃料噴射弁
１４ｂから第１回目の燃料噴射Ｉm1が行われる。図９の
鎖線Ｒｂはこのとき第２燃料噴射弁１４ｂから噴射され
た燃料が衝突する領域を示している。従って第２燃料噴
射弁１４ｂからは主に第２凹溝１６内に向けて燃料が噴
射されることになる。第２凹溝１６内に噴射された燃料
は第２凹溝１６の底壁面１６ｃに衝突して微粒化せしめ
られ、次いで微粒化せしめられた燃料は微粒化しえなか
った一部の燃料と共に慣性力でもって第２凹溝１６の周
壁面１６ａに向けて流れる。次いでこれらの燃料は第２
凹溝１６の周壁面１６ａにより案内されてその流れ方向
がピストン頂面２の周辺方向に偏向せしめられ、斯くし
て図９においてＧ1 で示されるように第２凹溝１６から
ピストン２の頂面の周辺方向に向けて第１凹溝１５の近
くまで広がる混合気が形成される。即ち、第２燃料噴射
弁１４ｂから噴射された燃料によってピストン２の頂面
の広い範囲に亘って拡散した混合気Ｇ1 が形成されるこ
とになる。On the other hand, during engine load operation, the first fuel injection I m1 is performed from the second fuel injection valve 14b when the piston 2 is in the low position as shown in FIG. A chain line Rb in FIG. 9 indicates a region where fuel injected from the second fuel injection valve 14b collides at this time. Therefore, the fuel is mainly injected from the second fuel injection valve 14b into the second groove 16. The fuel injected into the second groove 16 collides with the bottom wall surface 16c of the second groove 16 to be atomized, and then the atomized fuel is inertial force together with a part of the fuel which cannot be atomized. Therefore, it flows toward the peripheral wall surface 16a of the second groove 16. Then these fuels are second
The flow direction is guided by the peripheral wall surface 16a of the concave groove 16 and is deflected in the peripheral direction of the piston top surface 2, and thus, as shown by G 1 in FIG. An air-fuel mixture is formed that spreads to the vicinity of the first groove 15 in the peripheral direction of the surface. That is, the fuel mixture injected from the second fuel injection valve 14b forms the air-fuel mixture G 1 diffused over a wide range of the top surface of the piston 2.

【００２１】なお、図１から図３に示す実施例では排気
弁７が閉弁すると図５に示すループ掃気流Ｗが存在しな
くなるために燃焼室４内におけるガス流動がほとんどな
くなる。一方、第２燃料噴射弁１４ｂからの第１回目の
燃料噴射Ｉm1はほぼ排気弁７が閉弁した後に行われるの
で、第２燃料噴射弁１４ｂからの噴射燃料が第２凹溝１
６に到達する頃には燃焼室４内にはほとんどガス流動が
発生していない。従って上述したように第２燃料噴射弁
１４ｂから噴射された燃料は慣性力によって第２凹溝１
６からピストン２の頂面の周辺方向に拡散することにな
る。In the embodiment shown in FIG. 1 to FIG. 3, when the exhaust valve 7 is closed, the loop scavenging airflow W shown in FIG. On the other hand, since the first fuel injection I m1 from the second fuel injection valve 14b is performed almost after the exhaust valve 7 is closed, the injected fuel from the second fuel injection valve 14b is the second groove 1
By the time it reaches 6, almost no gas flow is generated in the combustion chamber 4. Therefore, as described above, the fuel injected from the second fuel injection valve 14b causes the second concave groove 1 to move due to the inertial force.
6 diffuses in the peripheral direction of the top surface of the piston 2.

【００２２】次いでピストン２が上昇すると図８に示す
ように今度は第１燃料噴射弁１４ａから第１凹溝１５内
に向けて燃料が噴射される。図９の鎖線Ｒａは第１燃料
噴射弁１４ａからの噴射燃料の衝突領域を示している。
この第１燃料噴射弁１４ａからの噴射燃料によって点火
栓１０の周りには図８においてＧ2 で示される混合気が
形成され、この混合気Ｇ2 が点火栓１０によって着火せ
しめられる。第２燃料噴射弁１４ｂからの噴射燃料によ
って形成された混合気Ｇ1 は混合気Ｇ2 の着火火炎が火
種となって燃焼せしめられる。このとき混合気Ｇ1 は図
９に示されるようにピストン２の頂面の広い範囲に亘っ
て拡散せしめられているので燃焼室４内の空気と十分に
混合せしめられており、斯くして良好な燃焼が得られる
ことになる。特に図１から図３に示すような２サイクル
機関では燃焼室４内に多量の既燃ガスが残留しており、
混合気Ｇ1 はこの既燃ガスとも十分に混合せしめられる
ので既燃ガスによる燃焼温度の抑制作用によりＮＯｘの
発生が抑制されることになる。Next, when the piston 2 rises, fuel is injected from the first fuel injection valve 14a into the first groove 15 as shown in FIG. A chain line Ra in FIG. 9 indicates a collision region of the injected fuel from the first fuel injection valve 14a.
A fuel-air mixture indicated by G 2 in FIG. 8 is formed around the spark plug 10 by the fuel injected from the first fuel injection valve 14 a, and the fuel-air mixture G 2 is ignited by the spark plug 10. The air-fuel mixture G 1 formed by the fuel injected from the second fuel injection valve 14b is combusted with the ignition flame of the air-fuel mixture G 2 as the ignition point. At this time, the air-fuel mixture G 1 is diffused over a wide range of the top surface of the piston 2 as shown in FIG. 9, so that it is sufficiently mixed with the air in the combustion chamber 4, and thus is good. Combustion will be obtained. Particularly in a two-cycle engine as shown in FIGS. 1 to 3, a large amount of burned gas remains in the combustion chamber 4,
Since the air-fuel mixture G 1 is sufficiently mixed with this burned gas, NOx is suppressed from being generated due to the combustion temperature suppressing action of the burned gas.

【００２３】一方、機関高負荷運転時には図１０および
図１１に示されるようにピストン２が低い位置にあると
きに第１燃料噴射弁１４ａと第２燃料噴射弁１４ｂの双
方から燃料噴射が行われる。このとき第１燃料噴射弁１
４ａからは燃料が主に第１凹溝１５と第２凹溝１６以外
のピストン２の頂面に向けて噴射され、第２燃料噴射弁
１４ｂからは主に第２凹溝１６内に向けて燃料が噴射さ
れる。このときにも第２燃料噴射弁１４ｂから噴射され
た燃料は第２凹溝１６からピストン２の頂面の周辺方向
に拡散され、斯くして良好な燃焼が得られると共にＮＯ
ｘの発生が抑制されることになる。On the other hand, during engine high load operation, as shown in FIGS. 10 and 11, fuel is injected from both the first fuel injection valve 14a and the second fuel injection valve 14b when the piston 2 is in the low position. .. At this time, the first fuel injection valve 1
Fuel is mainly injected from 4a toward the top surface of the piston 2 other than the first groove 15 and the second groove 16, and from the second fuel injection valve 14b mainly into the second groove 16. Fuel is injected. At this time also, the fuel injected from the second fuel injection valve 14b is diffused from the second concave groove 16 in the peripheral direction of the top surface of the piston 2, thus achieving good combustion and NO.
The generation of x will be suppressed.

【００２４】なお、これまで本発明を筒内噴射式２サイ
クル機関に適用した場合について説明してきたが本発明
を筒内噴射式４サイクル機関にも適用することができ
る。Although the present invention has been described so far as being applied to a cylinder injection type two-cycle engine, the present invention can also be applied to a cylinder injection type four-cycle engine.

【００２５】[0025]

【発明の効果】第２燃料噴射弁から噴射された燃料がピ
ストン頂面の広い範囲に亘って拡散せしめられるので噴
射燃料と燃焼室内の空気とが十分に混合せしめられ、斯
くして良好な燃焼を得ることができる。The fuel injected from the second fuel injection valve is diffused over a wide range of the top surface of the piston, so that the injected fuel and the air in the combustion chamber are sufficiently mixed, and thus good combustion is achieved. Can be obtained.

【図面の簡単な説明】[Brief description of drawings]

【図１】ピストン頂面の平面図である。FIG. 1 is a plan view of a top surface of a piston.

【図２】２サイクル機関の側面断面図である。FIG. 2 is a side sectional view of a two-cycle engine.

【図３】シリンダヘッドの底面図である。FIG. 3 is a bottom view of a cylinder head.

【図４】給排気弁の開弁期間と燃料噴射時期を示す線図
である。FIG. 4 is a diagram showing a valve opening period of a supply / exhaust valve and a fuel injection timing.

【図５】掃気行程時を示す２サイクル機関の側面断面図
である。FIG. 5 is a side sectional view of a two-cycle engine showing a scavenging stroke.

【図６】低負荷運転時の燃料噴射を示す２サイクル機関
の側面断面図である。FIG. 6 is a side sectional view of a two-cycle engine showing fuel injection during low load operation.

【図７】中負荷運転時の第１回目の燃料噴射を示す２サ
イクル機関の側面断面図である。FIG. 7 is a side cross-sectional view of the two-cycle engine showing the first fuel injection during medium load operation.

【図８】中負荷運転時の第２回目の燃料噴射を示す２サ
イクル機関の側面断面図である。FIG. 8 is a side cross-sectional view of a two-stroke engine showing a second fuel injection during medium load operation.

【図９】中負荷運転時の第１回目の燃料噴射と第２回目
の燃料噴射を同時に示すピストン頂面の平面図である。FIG. 9 is a plan view of the top surface of the piston showing the first fuel injection and the second fuel injection at the same time during the medium load operation.

【図１０】高負荷運転時の燃料噴射を示す２サイクル機
関の側面断面図である。FIG. 10 is a side sectional view of a two-cycle engine showing fuel injection during high load operation.

【図１１】高負荷運転時の燃料噴射を示す２サイクル機
関の側面断面図である。FIG. 11 is a side sectional view of a two-stroke engine showing fuel injection during high load operation.

【図１２】図１と同様のピストン頂面の平面図である。12 is a plan view of the piston top surface similar to FIG. 1. FIG.

【図１３】好ましくない例を示すピストン頂面の平面図
である。FIG. 13 is a plan view of the piston top surface showing an unfavorable example.

【符号の説明】[Explanation of symbols]

２…ピストン １０…点火栓 １４ａ…第１燃料噴射弁 １４ｂ…第２燃料噴射弁 １５…第１凹溝 １６…第２凹溝 2 ... Piston 10 ... Spark plug 14a ... 1st fuel injection valve 14b ... 2nd fuel injection valve 15 ... 1st recessed groove 16 ... 2nd recessed groove

───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.5 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｆ０２Ｍ 61/14 ３１０ Ｕ 9248−3Ｇ (72)発明者 仁平 裕昭 愛知県豊田市トヨタ町１番地 トヨタ自動 車株式会社内─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. 5 Identification number Reference number within the agency FI Technical display location F02M 61/14 310 U 9248-3G (72) Inventor Hiroaki Nihira 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Automobile Co., Ltd.

Claims (1)

【特許請求の範囲】[Claims] 【請求項１】 シリンダヘッド内壁面の中心部に点火栓
を配置し、シリンダヘッド内壁面の一側周縁部に第１の
燃料噴射弁と第２の燃料噴射弁を配置し、点火栓の下方
から第１燃料噴射弁に向けて延びる凹溝をピストン頂面
上に形成し、第１燃料噴射弁から燃料を凹溝内に向け斜
め下方に噴射して凹溝内に噴射された燃料により点火栓
周りに混合気を形成し、第１燃料噴射弁からの噴射時期
よりも早い時期に燃料を第２燃料噴射弁から主に凹溝周
りのピストン頂面に向け斜め下方に噴射するようにした
筒内噴射式内燃機関において、上記凹溝に対し第２燃料
噴射弁側に位置するピストン頂面上にピストン頂面の周
縁部に沿って円弧状に延びる第２の凹溝を形成して第２
燃料噴射弁から燃料を該第２凹溝内に向け斜め下方に噴
射し、第２燃料噴射弁から噴射された燃料の流動方向を
第２凹溝によりピストン頂面の周辺方向に偏向させるよ
うにした筒内噴射式内燃機関。1. A spark plug is arranged at the center of the inner wall surface of the cylinder head, and a first fuel injection valve and a second fuel injection valve are arranged at one peripheral edge of the inner wall surface of the cylinder head. Is formed on the piston top surface from the first fuel injection valve toward the first fuel injection valve, fuel is injected obliquely downward from the first fuel injection valve into the groove, and ignition is performed by the fuel injected into the groove. An air-fuel mixture is formed around the plug, and fuel is injected obliquely downward from the second fuel injection valve mainly toward the piston top surface around the recessed groove at an earlier time than the injection time from the first fuel injection valve. In the in-cylinder injection internal combustion engine, a second concave groove extending in an arc shape along the peripheral edge portion of the piston top surface is formed on the piston top surface located on the second fuel injection valve side with respect to the concave groove. Two
The fuel is injected obliquely downward from the fuel injection valve into the second groove, and the flow direction of the fuel injected from the second fuel injection valve is deflected by the second groove to the peripheral direction of the piston top surface. In-cylinder injection internal combustion engine.
JP34614391A 1991-12-27 1991-12-27 Intra-cylinder injection type internal combustion engine Pending JPH05179960A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP34614391A JPH05179960A (en) 1991-12-27 1991-12-27 Intra-cylinder injection type internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP34614391A JPH05179960A (en) 1991-12-27 1991-12-27 Intra-cylinder injection type internal combustion engine

Publications (1)

Publication Number Publication Date
JPH05179960A true JPH05179960A (en) 1993-07-20

Family

ID=18381411

Family Applications (1)

Application Number Title Priority Date Filing Date
JP34614391A Pending JPH05179960A (en) 1991-12-27 1991-12-27 Intra-cylinder injection type internal combustion engine

Country Status (1)

Country Link
JP (1) JPH05179960A (en)

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