JPH05179961A - Intra-cylinder injection type internal combustion engine - Google Patents
Intra-cylinder injection type internal combustion engineInfo
- Publication number
- JPH05179961A JPH05179961A JP34632091A JP34632091A JPH05179961A JP H05179961 A JPH05179961 A JP H05179961A JP 34632091 A JP34632091 A JP 34632091A JP 34632091 A JP34632091 A JP 34632091A JP H05179961 A JPH05179961 A JP H05179961A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- groove
- fuel injection
- injected
- 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.)
- Pending
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)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【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周縁部に燃料噴射弁
を配置し、点火栓の下方から燃料噴射弁側に向けて次第
に拡開しつつほぼまっすぐに延びる一対の側壁面とほぼ
平坦をなす底壁面とにより画定される凹溝をピストン頂
面上に形成し、燃料噴射量が少ないときには燃料噴射弁
から凹溝の底壁面に向け斜めに燃料を噴射して凹溝の底
壁面に衝突した噴射燃料を凹溝の側壁面に沿いつつ点火
栓下方の凹溝端部に向かわせ、燃料噴射量が増大したと
きには燃料噴射時期を早めて一部の燃料を凹溝内に噴射
すると共に残りの燃料を凹溝周りのピストン頂面に向け
て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３−１５０６４２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 fuel injection valve is arranged at the peripheral portion of the inner wall surface of the cylinder head. The fuel plug gradually expands from below the spark plug toward the fuel injection valve side. While forming a concave groove on the top surface of the piston that is defined by a pair of side wall surfaces that extend substantially straight and a bottom surface that is substantially flat.When the fuel injection amount is small, the concave groove extends from the fuel injection valve toward the bottom wall surface of the concave groove. The fuel injected into the groove is directed toward the end of the groove below the spark plug along the side wall surface of the groove, and the fuel injection timing is advanced when the fuel injection amount increases. The present applicant has already proposed a cylinder injection type internal combustion engine that injects the fuel in the groove into the groove and injects the remaining fuel toward the top surface of the piston around the groove (Japanese Patent Application No. Hei. 3-150642).
【０００３】この筒内噴射式内燃機関では燃料噴射量が
少ないときには全燃料を凹溝内に噴射して混合気を点火
栓周りに形成し、燃料噴射量が増大したときには一部の
燃料を凹溝内に噴射してこの燃料により点火栓周りに混
合気を形成すると共に、残りの燃料を凹溝周りのピスト
ン頂面に衝突させてこの燃料により燃焼室内に均一混合
気を形成し、この均一混合気を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着火せしめるようにして
いる。In this cylinder injection type internal combustion engine, when the fuel injection amount is small, all the fuel is injected into the concave groove to form the air-fuel mixture around the spark plug, and when the fuel injection amount increases, a part of the fuel is depressed. The fuel is injected into the groove to form an air-fuel mixture around the spark plug, and the remaining fuel collides with the piston top surface around the groove to form a uniform air-fuel mixture in the combustion chamber. The air-fuel mixture is ignited by using the ignition flame of the air-fuel mixture formed around the spark plug as the ignition source.
【０００４】[0004]
【発明が解決しようとする課題】ところでこの筒内噴射
内燃機関では凹溝周りのピストン頂面に衝突せしめられ
る燃料の割合は噴射量が増大するほど多くなる。この場
合、高負荷運転時のように燃料噴射量が多いときには均
一混合気の空燃比が比較的大きくなるので燃焼室内全体
の混合気が良好に燃焼せしめられる。しかしながら燃料
噴射量がそれほど多くないときには均一混合気の空燃比
がかなり大きくなり、即ちかなり稀薄となり、斯くして
均一混合気が良好に燃焼せしめられないために多量の未
燃ＨＣが発生すると共に燃焼が不安定になるという問題
がある。By the way, in this in-cylinder injection internal combustion engine, the proportion of fuel colliding with the piston top surface around the concave groove increases as the injection amount increases. In this case, when the fuel injection amount is large, such as during high load operation, the air-fuel ratio of the homogeneous air-fuel mixture becomes relatively large, so that the air-fuel mixture in the entire combustion chamber can be burned well. However, when the fuel injection amount is not so large, the air-fuel ratio of the homogeneous air-fuel mixture becomes considerably large, that is, it becomes considerably lean, so that the homogeneous air-fuel mixture cannot be satisfactorily combusted, so that a large amount of unburned HC is generated and combustion occurs. Is unstable.
【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周縁部に燃料
噴射弁を配置し、点火栓の下方から燃料噴射弁側に向け
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
とほぼ平坦をなす底壁面とにより画定される第１凹溝を
ピストン頂面上に形成すると共に第１凹溝に関して燃料
噴射弁と反対側のピストン頂面上に第１凹溝から間隔を
隔てて第１凹溝の輪郭に沿って延びる第２凹溝を形成
し、燃料噴射量が少ないときには燃料噴射弁から第１凹
溝の底壁面に向け斜めに燃料を噴射して第１凹溝の底壁
面に衝突した噴射燃料を第１凹溝の側壁面に沿いつつ点
火栓下方の第１凹溝端部に向かわせ、燃料噴射量が増大
したときには燃料噴射時期を早めて一部の燃料を第１凹
溝内に噴射すると共に残りの燃料を第２凹溝内に噴射さ
せて第２凹溝内に噴射された燃料により形成される混合
気が点火栓の周りに集まるようにしている。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 fuel injection valve is arranged at the peripheral portion of the inner wall surface of the cylinder head. Then, a first groove is formed on the top surface of the piston, which is defined by a pair of side wall surfaces that extend substantially straight while gradually expanding from below the spark plug toward the fuel injection valve side and a bottom wall surface that is substantially flat. With respect to the first groove, a second groove extending along the contour of the first groove is formed on the piston top surface on the side opposite to the fuel injection valve at a distance from the first groove. When the amount is small, the fuel is obliquely injected from the fuel injection valve toward the bottom wall surface of the first groove, and the injected fuel that collides with the bottom wall surface of the first groove is along the side wall surface of the first groove and is located below the spark plug. 1 When the fuel injection amount increases toward the end of the groove, By advancing the timing, a part of the fuel is injected into the first groove and the remaining fuel is injected into the second groove so that the air-fuel mixture formed by the fuel injected into the second groove forms an ignition plug. I try to gather around.
【０００６】[0006]
【作用】燃料噴射量が増大せしめられたときに第１凹溝
以外に噴射された燃料が燃焼室内全体に拡散せしめられ
ることなく点火栓の周りに集められる。When the fuel injection amount is increased, the fuel injected into the portion other than the first groove is collected around the spark plug without being diffused in the entire combustion chamber.
【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 concave groove 5 is formed on the cylinder head inner wall surface 3a, and a pair of air supply valves 6 are arranged on the cylinder head inner wall surface portion 3b forming the bottom wall surface of the groove 5. 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、両給気弁６の間のシリンダ
ヘッド内壁面３ａの周縁部には燃料噴射弁１４が配置さ
れ、この燃料噴射弁１４から燃料が燃焼室４内に向けて
噴射される。図１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の下方から燃料噴射弁１４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１５ａか
ら燃料噴射弁１４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は燃料噴射弁１４と反対側に向けて凹んだ
凹状断面形状を有する。また、図１からわかるように凹
溝端部１５ａは点火栓１０と燃料噴射弁１４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。In the cylinder head 3, an air supply port 12 is formed for the air supply valve 6 and an exhaust port 13 is formed for the exhaust valve 7. On the other hand, a fuel injection valve 14 is arranged at the peripheral edge of the cylinder head inner wall surface 3 a between both air supply valves 6, and fuel is injected from the fuel injection valve 14 into the combustion chamber 4. As shown in FIGS. 1 and 2, a first groove 15 extending from below the spark plug 10 to below the tip of the fuel injection valve 14 is formed on the top surface of the piston 2.
The first concave groove 15 is formed by a pair of side wall surfaces 15b extending substantially straight from the concave groove end portion 15a below the spark plug 10 toward the fuel injection valve 14 side and extending substantially straight, and a substantially flat bottom wall surface 15c. As defined and shown in FIG. 2, the groove end 15 a has a concave cross-sectional shape that is recessed toward the side opposite to the fuel injection valve 14. Further, as can be seen from FIG. 1, the concave groove end portion 15a is formed on a vertical plane KK including the spark plug 10 and the fuel injection valve 14, and each side wall surface 15b is symmetrical with respect to the vertical plane KK. It has a unique shape. Therefore, the first groove 15 has a symmetrical shape with respect to the vertical plane KK.
【００１０】一方、図１および図２に示されるように第
１凹溝１５に関して燃料噴射弁１４と反対側のピストン
２の頂面上には第２凹溝１６が形成される。この第２凹
溝１６は第１凹溝１５から間隔を隔てて第１凹溝１５の
輪郭に沿って延びており、従ってこの第２凹溝１６も凹
溝端部１６ａから燃料噴射弁１４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１６ｂを有し
ている。この第２凹溝１６も垂直平面Ｋ−Ｋに関して対
称的な形状を有しており、更に凹溝端部１６ａの壁面は
湾曲面から形成されている。また、図２に示されるよう
にピストン２が上死点に達すると第２凹溝１６に関し第
１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, a second concave groove 16 is formed on the top surface of the piston 2 opposite to the fuel injection valve 14 with respect to the first concave groove 15. The second groove 16 extends along the contour of the first groove 15 at a distance from the first groove 15. Therefore, the second groove 16 also extends from the groove end 16a to the fuel injection valve 14 side. It has a pair of side wall surfaces 16b that gradually extend toward each other and extend substantially straight. The second groove 16 also has a symmetrical shape with respect to the vertical plane KK, and the wall surface of the groove end 16a is formed by a curved surface. Further, 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 first groove 15 with respect to the second groove 16 are separated from each other. A squish area 17 is formed between them.
【００１１】図４（Ａ）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（Ａ）においてＩl 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、Ｉm 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、Ｉh 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（Ａ）から機
関高負荷運転時における燃料噴射Ｉh は排気弁７が閉弁
する頃に行われ、機関中負荷運転時における燃料噴射Ｉ
m は高負荷運転時に比べて遅い時期に行われ、機関低負
荷運転時における燃料噴射Ｉl は中負荷運転時に比べて
更に遅い時期に行われることがわかる。1 to 3 as shown in FIG.
In the embodiment shown in (1), the exhaust valve 7 opens before the air supply valve 6 and the exhaust valve 7 closes before the air supply valve 6. Further, in FIG. 4 (A), I 1 indicates the fuel injection timing during engine low load operation, I m indicates the fuel injection timing during engine medium load operation, and I h indicates engine high load operation. Shows the fuel injection timing in. Figure 4 is a fuel injection I h at engine high load operation from (A) is performed around the closing the exhaust valve 7, fuel injection I during in the engine load operation
It can be seen that m is performed later than during high load operation, and fuel injection I l during engine low load operation is performed later than during medium load operation.
【００１２】また、図４（Ｂ）は燃料噴射量と燃料噴射
時期との関係を示しており、図４（Ｂ）におけるＩl ，
Ｉm ，Ｉh は図４（Ａ）に代表的に示したＩl ，Ｉm ，
Ｉh を表わしている。図４（Ｂ）からわかるように低負
荷運転から中負荷運転のように比較的噴射量が少ないと
きには燃料噴射量が増大するにつれて噴射時期が早めら
れ、高負荷運転時になると燃料噴射時期が大巾に早めら
れる。Further, FIG. 4 (B) shows the relationship between the fuel injection amount and the fuel injection timing, and I l ,
I m and I h are I l and I m , which are typically shown in FIG.
It represents I h . As can be seen from FIG. 4B, when the injection amount is relatively small, such as from low load operation to medium load operation, the injection timing is advanced as the fuel injection amount increases, and at high load operation, the fuel injection timing greatly varies. Be accelerated.
【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、更にこ
のループ状に流れる空気Ｗによって燃焼室４内には垂直
面内で旋回する旋回流Ｘが発生せしめられる。次いでピ
ストン２が下死点ＢＤＣを過ぎて上昇を開始するとその
後燃料噴射弁１４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, and the swirling flow X swirling in the vertical plane in the combustion chamber 4 by the air W flowing in the loop shape. Is generated. Next, when the piston 2 passes the bottom dead center BDC and starts to rise, the fuel injection from the fuel injection valve 14 is started thereafter.
【００１４】次に図６から図１０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Ｉm を示
しており、図１０は機関高負荷運転時における燃料噴射
Ｉh を示している。Next, referring to FIG. 6 to FIG. 10, 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 injection I m during the engine medium load operation, and FIG. 10 shows the fuel injection I h during the 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燃料噴射弁１４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１１を参照し
つつ説明する。As shown in FIGS. 1 and 6, during engine low load operation, fuel is injected from the fuel injection valve 14 into the vertical plane KK.
Is obliquely jetted toward the bottom wall surface 15c of the groove. 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１１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１１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. 11, 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. 11, the injected fuels F 1 and F 2 proceed in the injection direction by the inertial force even after the collision on the groove bottom wall surface 15c, then proceed to the groove side wall surface 15b, and then to the groove side wall surface 15b. 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 velocities ν 1 and ν 2 of the injected fuels F 1 and F 2 when starting to move along the groove side wall surface 15b become faster as the injected fuel is closer to the injection center.
【００１７】これに対して図１２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１１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１１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。ところで図５に示されるように燃焼室４内に発生し
た旋回流Ｘはピストン２が上昇するにつれて減衰しつつ
旋回半径が次第に小さくなり、ピストン２が上死点に近
づくと図６に示されるように凹溝底壁面１５ｃに沿う旋
回流Ｘとなる。従って、噴射燃料はこの旋回流Ｘによっ
ても点火栓１０の下方に向かう力が与えられる。また、
ピストン２が更に上死点に近づくと図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１５ｃ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
旋回流Ｘおよびスキッシュ流Ｓによって気化せしめら
れ、斯くして点火栓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, as shown in FIG. 5, the swirling flow X generated in the combustion chamber 4 attenuates as the piston 2 rises, and the swirling radius gradually decreases. As the piston 2 approaches the top dead center, as shown in FIG. A swirl flow X is formed along the bottom wall surface 15c of the groove. Accordingly, the swirling flow X also gives a force to the injected fuel toward the lower side of the spark plug 10. Also,
When the piston 2 further approaches the top dead center, the arrow S in FIG.
As shown by, the squish flow jets out from the squish area 17, and the squish flow S also advances along the bottom wall surface 15c of the concave groove. Therefore, the injected fuel is also given a force directed downward of the spark plug 10 by this squish flow S. Further, the fuel flowing downward of the spark plug 10 along the bottom wall surface 15c of the groove is vaporized by the swirling flow X and the squish flow S, and thus the air-fuel mixture collected around the spark plug 10 is sufficiently vaporized. Become.
【００２０】一方、燃料噴射量が増大したときに全噴射
燃料を第１凹溝１５内に噴射すると一部の燃料が十分に
気化せず、スモークが発生する危険性がある。そこで燃
料噴射量が増大せしめられたときには一部の燃料のみが
第１凹溝１５内に噴射されるように噴射時期が早められ
る。このときには図７および図８に示されるように一部
の燃料が第１凹溝１５内に噴射され、残りの燃料が第２
凹溝１５内に噴射される。このとき図９においてＧ1 で
示されるように第１凹溝１５内に噴射された燃料によっ
て点火栓１０の周りに混合気が形成され、この混合気Ｇ
1 が点火栓１０によって着火せしめられる。On the other hand, if all the injected fuel is injected into the first groove 15 when the fuel injection amount is increased, there is a risk that some of the fuel will not be sufficiently vaporized and smoke will be generated. Therefore, when the fuel injection amount is increased, the injection timing is advanced so that only a part of the fuel is injected into the first groove 15. At this time, as shown in FIGS. 7 and 8, a part of the fuel is injected into the first groove 15 and the remaining fuel is the second fuel.
It is injected into the groove 15. At this time, an air-fuel mixture is formed around the spark plug 10 by the fuel injected into the first groove 15 as indicated by G 1 in FIG.
1 is ignited by the spark plug 10.
【００２１】一方、図７および図８に示されるように第
２凹溝１６内に噴射された燃料は側壁面１６ｂに沿い流
れて凹溝端部１６ａに達し、次いで凹溝端部１６ａに沿
って上昇する。従って図９においてＧ2 で示されるよう
に第２凹溝１６内に噴射された燃料によって混合気Ｇ1
の周りに混合気Ｇ2 が形成され、この混合気Ｇ2 は混合
気Ｇ1 の着火火炎が火種となって燃焼せしめられる。こ
のように燃料噴射量が増量せしめられたときには第１凹
溝１５以外に噴射された燃料が燃焼室４内に拡散される
ことになく燃焼室４内の限られた領域内に混合気Ｇ2 を
形成するのでこの混合気Ｇ2 は極度に稀薄になることは
なく、斯くしてこの混合気Ｇ2 は良好に燃焼せしめられ
ることになる。従って多量の未燃ＨＣが発生するのを抑
制することができると共に安定した燃焼を確保できるこ
とになる。On the other hand, as shown in FIGS. 7 and 8, the fuel injected into the second groove 16 flows along the side wall surface 16b to reach the groove end 16a, and then rises along the groove end 16a. To do. Therefore, as shown by G 2 in FIG. 9, the air-fuel mixture G 1 is mixed by the fuel injected into the second groove 16.
An air-fuel mixture G 2 is formed around the air-fuel mixture, and the air-fuel mixture G 2 is combusted by the ignition flame of the air-fuel mixture G 1 serving as a seed. When the fuel injection amount is increased in this way, the fuel injected into the combustion chamber 4 other than the first concave groove 15 is not diffused into the combustion chamber 4 and the mixture gas G 2 Therefore, the air-fuel mixture G 2 does not become extremely lean, and thus the air-fuel mixture G 2 is satisfactorily combusted. Therefore, generation of a large amount of unburned HC can be suppressed and stable combustion can be secured.
【００２２】一方、機関高負荷運転時の燃料噴射時には
図１０に示されるようにピストン２が低い位置にあると
きに燃料噴射が開始される。従ってこのときには噴射燃
料がピストン２の頂面の広い領域に亘って衝突するため
に燃料は燃焼室４内に良好に分散せしめられ、斯くして
燃焼室４内には均一混合気が形成される。機関高負荷運
転時には燃料噴射量が多く、従ってこのとき形成される
均一混合気は極度に稀薄になることがないので良好に燃
焼せしめられることになる。On the other hand, at the time of fuel injection during engine high load operation, fuel injection is started when the piston 2 is at a low position as shown in FIG. Therefore, at this time, since the injected fuel collides with the piston 2 over a wide area of the top surface, the fuel is well dispersed in the combustion chamber 4, and thus a uniform air-fuel mixture is formed in the combustion chamber 4. .. During engine high load operation, the fuel injection amount is large, and therefore the homogeneous mixture formed at this time does not become extremely lean, so that it can be combusted well.
【００２３】図１３から図２２に第２実施例を示す。こ
の実施例では図１３から図１５に示すように各給気弁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１
４ｂとが配置され、図１３からわかるようにこれら燃料
噴射弁１４ａ，１４ｂからはシリンダ軸線方向に向けて
燃料が噴射される。図１６に示されるようにこの実施例
においても機関低負荷運転時、中負荷運転時および高負
荷運転時における燃料噴射時期は図１から図４に示され
る実施例と同様であるが、この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
ける燃料噴射Ｉm は第１燃料噴射弁１４ａ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。A second embodiment is shown in FIGS. 13 to 22. In this embodiment, as shown in FIGS. 13 to 15, each air supply valve 6
A pair of fuel injection valves, that is, the first fuel injection valve 14a and the second fuel injection valve 1 are provided on the peripheral portion of the inner wall surface 3a of the cylinder head in the vicinity.
4b are arranged, and as can be seen from FIG. 13, fuel is injected from these fuel injection valves 14a, 14b in the cylinder axis direction. As shown in FIG. 16, in this embodiment as well, the fuel injection timing at the time of engine low load operation, medium load operation and high load operation is the same as that of the embodiment shown in FIGS. In the example, the fuel injection I l during the engine low load operation and the fuel injection I m during the engine medium load operation are performed by the first fuel injection valve 14a, and the fuel injections I h1 and I h2 during the engine high load operation are performed.
Is performed by both the first fuel injection valve 14a and the second fuel injection valve 14b.
【００２４】この実施例では機関低負荷運転時には図１
７に示されるように燃料が第１燃料噴射弁１４ａから凹
溝底壁面１５ｃに向けて斜めに噴射され、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。この実施例
においても各凹溝側壁面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
図２３に示されるように凹溝側壁面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。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り、斯くして点
火が行われるときに点火栓１０周りに最適な濃度の混合
気を形成できることになる。In this embodiment, FIG.
7, fuel is obliquely injected from the first fuel injection valve 14a toward the groove bottom wall surface 15c, and the injected fuel collides with the groove bottom wall surface 15c, and then along the groove side wall surface 15b. It advances toward the groove end 15a. Also in this embodiment, since each groove side wall surface 15b extends almost straight from the groove end 15a toward the fuel injection valve 14 side, each injected fuel F 1 to the groove side wall surface 15b as shown in FIG. , the incident angle theta 1 of F 2, theta 2 becomes smaller as the injected fuel near the injection center, therefore the injected fuel F 1 when started to start traveling along the recessed groove side wall 15b, F 2
The flow velocities υ 1 and υ 2 of are faster as the injected fuel is closer to the injection center. Therefore, the respective injected fuels F 1 and F 2 will be
There will be a time lag in reaching the temperature, and thus an optimum concentration of air-fuel mixture can be formed around the spark plug 10 when ignition is performed.
【００２５】一方、この実施例においても燃料噴射量が
増大したときには燃料噴射時期が早められ、斯くしてこ
のときには図１８および図１９に示されるように一部の
燃料が第１凹溝１５内に噴射され、残りの燃料が第２凹
溝１６内に噴射される。従ってこのときには図２０に示
されるように第１凹溝１５内に噴射された燃料によって
点火栓１０の周りに混合気Ｇ1 が形成され、第２凹溝１
６内に噴射された燃料によって混合気Ｇ1 の周りに混合
気Ｇ2 が形成される。On the other hand, also in this embodiment, when the fuel injection amount is increased, the fuel injection timing is advanced, and at this time, therefore, as shown in FIGS. 18 and 19, a part of the fuel is in the first groove 15. And the remaining fuel is injected into the second groove 16. Therefore, at this time, as shown in FIG. 20, the fuel mixture injected into the first groove 15 forms the air-fuel mixture G 1 around the spark plug 10, and the second groove 1
Due to the fuel injected into the fuel cell 6, a gas mixture G 2 is formed around the gas mixture G 1 .
【００２６】一方、機関高負荷運転時には図２１および
図２２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
方から燃料が噴射され、これら噴射燃料によって燃焼室
４内には均一混合気が形成される。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。On the other hand, during engine high load operation, 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 as shown in FIGS. A uniform air-fuel mixture is formed in the combustion chamber 4 by these injected fuels. Although the present invention has been described so far as applied to a cylinder injection two-cycle engine, the present invention can also be applied to a cylinder injection four-cycle engine.
【００２７】[0027]
【発明の効果】燃料噴射量が増大して第１凹溝以外に燃
料が噴射されたときであっても良好な燃焼を得ることが
でき、斯くして未燃ＨＣの発生を抑制できると共に安定
した燃焼を確保することができる。[Effects of the Invention] Even when the fuel injection amount is increased and fuel is injected into a portion other than the first concave groove, good combustion can be obtained, thus suppressing the generation of unburned HC and stabilizing it. Combustion can be secured.
【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 sectional view of a two-cycle engine showing fuel injection during medium load operation.
【図８】中負荷運転時の燃料噴射を示すピストンの平面
図である。FIG. 8 is a plan view of a piston showing fuel injection during medium load operation.
【図９】中負荷運転時の圧縮行程末期を示す２サイクル
機関の側面断面図である。FIG. 9 is a side cross-sectional view of the two-cycle engine showing the final stage of the compression stroke during 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】図１と同様のピストン頂面の平面図である。11 is a plan view of the piston top surface similar to FIG. 1. FIG.
【図１２】好ましくない例を示すピストン頂面の平面図
である。FIG. 12 is a plan view of the piston top surface showing an unfavorable example.
【図１３】別の実施例を示すピストン頂面の平面図であ
る。FIG. 13 is a plan view of a piston top surface showing another embodiment.
【図１４】２サイクル機関の側面断面図である。FIG. 14 is a side sectional view of a two-cycle engine.
【図１５】シリンダヘッドの底面図である。FIG. 15 is a bottom view of the cylinder head.
【図１６】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. 16 is a diagram showing a valve opening period of a supply / exhaust valve and a fuel injection timing.
【図１７】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. 17 is a side sectional view of a two-cycle engine showing fuel injection during low load operation.
【図１８】中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. 18 is a side cross-sectional view of a two-cycle engine showing fuel injection during medium load operation.
【図１９】中負荷運転時の燃料噴射を示すピストンの平
面図である。FIG. 19 is a plan view of the piston showing fuel injection during medium load operation.
【図２０】中負荷運転時の圧縮行程末期を示す２サイク
ル機関の側面断面図である。FIG. 20 is a side cross-sectional view of the two-cycle engine showing the final stage of the compression stroke during medium load operation.
【図２１】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. 21 is a side sectional view of a two-cycle engine showing fuel injection during high load operation.
【図２２】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. 22 is a side sectional view of a two-cycle engine showing fuel injection during high load operation.
【図２３】図１１と同様のピストン頂面の平面図であ
る。23 is a plan view of the piston top surface similar to FIG. 11. FIG.
２…ピストン １０…点火栓 １４，１４ａ，１４ｂ…燃料噴射弁 １５…第１凹溝 １５ａ…凹溝端部 １５ｂ…凹溝側壁面 １５ｃ…凹溝底壁面 １６…第２凹溝 2 ... Piston 10 ... Spark plug 14, 14a, 14b ... Fuel injection valve 15 ... 1st concave groove 15a ... concave groove end part 15b ... concave groove side wall surface 15c ... concave groove bottom wall surface 16 ... 2nd concave groove
───────────────────────────────────────────────────── フロントページの続き (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 (72) Inventor Hiroaki Nihira 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Automobile Co., Ltd.
Claims (1)
を配置し、シリンダヘッド内壁面の周縁部に燃料噴射弁
を配置し、点火栓の下方から燃料噴射弁側に向けて次第
に拡開しつつほぼまっすぐに延びる一対の側壁面とほぼ
平坦をなす底壁面とにより画定される第１凹溝をピスト
ン頂面上に形成すると共に該第１凹溝に関して燃料噴射
弁と反対側のピストン頂面上に該第１凹溝から間隔を隔
てて該第１凹溝の輪郭に沿って延びる第２凹溝を形成
し、燃料噴射量が少ないときには燃料噴射弁から該第１
凹溝の底壁面に向け斜めに燃料を噴射して第１凹溝底壁
面に衝突した噴射燃料を第１凹溝の側壁面に沿いつつ点
火栓下方の第１凹溝端部に向かわせ、燃料噴射量が増大
したときには燃料噴射時期を早めて一部の燃料を第１凹
溝内に噴射すると共に残りの燃料を第２凹溝内に噴射さ
せて第２凹溝内に噴射された燃料により形成される混合
気が点火栓の周りに集ま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 fuel injection valve is arranged at the peripheral portion of the inner wall surface of the cylinder head. The spark plug gradually expands from below the spark plug toward the fuel injection valve side. While forming a first recessed groove defined on the piston top surface by a pair of side wall surfaces extending substantially straight and a bottom wall surface that is substantially flat, the piston top surface opposite to the fuel injection valve with respect to the first recessed groove. A second groove is formed above the first groove so as to be spaced from the first groove and extends along the contour of the first groove, and when the fuel injection amount is small, the second groove is formed from the fuel injection valve.
The fuel is obliquely injected toward the bottom wall surface of the groove, and the injected fuel that collides with the bottom surface of the first groove is directed toward the end of the first groove below the spark plug along the side wall surface of the first groove. When the injection amount increases, the fuel injection timing is advanced to inject a part of the fuel into the first concave groove and the remaining fuel into the second concave groove to cause the fuel injected into the second concave groove. An in-cylinder injection internal combustion engine in which the air-fuel mixture that is formed gathers around the spark plug.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP34632091A JPH05179961A (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 |
|---|---|---|---|
| JP34632091A JPH05179961A (en) | 1991-12-27 | 1991-12-27 | Intra-cylinder injection type internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH05179961A true JPH05179961A (en) | 1993-07-20 |
Family
ID=18382611
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP34632091A Pending JPH05179961A (en) | 1991-12-27 | 1991-12-27 | Intra-cylinder injection type internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH05179961A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1999045249A1 (en) * | 1998-03-04 | 1999-09-10 | Audi Ag | Internal combustion engine with direct fuel injection |
| EP0930427A3 (en) * | 1998-01-17 | 2000-04-05 | Audi Ag | Internal combustion engine and method for its mixture preparation |
| KR20030017405A (en) * | 2001-08-24 | 2003-03-03 | 도요다 지도샤 가부시끼가이샤 | In-cylinder injection type spark-ignitioninternal combustion engine |
| JP2004190587A (en) * | 2002-12-12 | 2004-07-08 | Toyota Motor Corp | Engine with a plurality of recessed portions at piston top |
-
1991
- 1991-12-27 JP JP34632091A patent/JPH05179961A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0930427A3 (en) * | 1998-01-17 | 2000-04-05 | Audi Ag | Internal combustion engine and method for its mixture preparation |
| WO1999045249A1 (en) * | 1998-03-04 | 1999-09-10 | Audi Ag | Internal combustion engine with direct fuel injection |
| KR20030017405A (en) * | 2001-08-24 | 2003-03-03 | 도요다 지도샤 가부시끼가이샤 | In-cylinder injection type spark-ignitioninternal combustion engine |
| US6651612B2 (en) | 2001-08-24 | 2003-11-25 | Toyota Jidosha Kabushiki Kaisha | In-cylinder injection type spark-ignition internal combustion engine |
| JP2004190587A (en) * | 2002-12-12 | 2004-07-08 | Toyota Motor Corp | Engine with a plurality of recessed portions at piston top |
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