JPH0763076A - Internal combustion engine - Google Patents
Internal combustion engineInfo
- Publication number
- JPH0763076A JPH0763076A JP5209240A JP20924093A JPH0763076A JP H0763076 A JPH0763076 A JP H0763076A JP 5209240 A JP5209240 A JP 5209240A JP 20924093 A JP20924093 A JP 20924093A JP H0763076 A JPH0763076 A JP H0763076A
- Authority
- JP
- Japan
- Prior art keywords
- ignition
- liquid fuel
- fuel
- cng
- air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【0001】[0001]
【産業上の利用分野】本発明は内燃機関に関し、特に液
体燃料と圧縮天然ガスを併用したリーンバーン(希薄燃
焼)運転可能な内燃機関に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine, and more particularly to an internal combustion engine which uses a liquid fuel and a compressed natural gas and is capable of lean burn operation.
【0002】[0002]
【従来の技術】従来から、ガソリンを燃料とした内燃機
関において、燃費向上を図るために気筒内に流入する吸
気に対して強いスワールを与えることによってリーンバ
ーン運転を実現するようにしたものが種々提案されてい
る。2. Description of the Related Art Conventionally, there are various internal combustion engines that use gasoline as fuel to realize lean burn operation by giving a strong swirl to intake air flowing into a cylinder in order to improve fuel efficiency. Proposed.
【0003】一方、ガソリンに代わる燃料として天然ガ
スが注目されており、圧縮天然ガス(以下、CNGと称
す)を燃料とすることによって燃費の向上を図った内燃
機関も提案されている。なお、天然ガスはメタンガスを
主成分としているため、LPG(液化石油ガス)のよう
に常温で液相状態では貯蔵できないため、気相状態で圧
縮してボンベに充填したCNGを燃料としている。On the other hand, natural gas is drawing attention as a fuel that replaces gasoline, and an internal combustion engine that uses compressed natural gas (hereinafter referred to as CNG) as a fuel to improve fuel consumption has also been proposed. Since natural gas contains methane gas as a main component, it cannot be stored in a liquid phase at room temperature like LPG (liquefied petroleum gas), and therefore CNG which is compressed in a gas phase and filled in a cylinder is used as a fuel.
【0004】さらに、特開昭63−68728号公報に
は、運転状態に応じて液体燃料とCNGを切り換え供給
して運転するようにした内燃機関が開示されている。Further, Japanese Patent Laid-Open No. 63-68728 discloses an internal combustion engine which is operated by switching and supplying liquid fuel and CNG according to the operating state.
【0005】[0005]
【発明が解決しようとする課題】しかしながら、ガソリ
ンを燃料とするリーンバーン内燃機関では、安定燃焼可
能な燃料の希薄さの限界(以下、リーンリミットと称
す)は現在のところ空燃費(A/F)約30とされてお
り、それ以上の希薄域で安定した燃焼を得るのは難し
く、燃費の向上や排気ガス中のCO2 低減にも限界があ
った。その理由としては、ガソリンは液体燃料であるた
め気筒内での気化が完全に行われず、吸入ガソリンの一
部分が液滴のまま残り、混合にむらを生じた状態で点火
・燃焼行程に突入することによると見られる。However, in a lean burn internal combustion engine that uses gasoline as a fuel, the limit of the leanness of fuel that can be stably burned (hereinafter, referred to as lean limit) is currently the air fuel consumption (A / F). ) It is set to about 30, and it is difficult to obtain stable combustion in a leaner region than that, and there is a limit in improving fuel efficiency and reducing CO 2 in exhaust gas. The reason is that since gasoline is a liquid fuel, it is not completely vaporized in the cylinder, and a portion of the intake gasoline remains in the form of liquid droplets, which plunges into the ignition / combustion process with uneven mixing. Seen according to.
【0006】一方、CNGを燃料とした内燃機関では、
CNGがガス燃料であるため、気筒内での混合のむらは
ガソリンの場合に比して少なく、リーンリミットは格段
に伸びるが、CNGは燃焼の伝播速度が遅いため、また
CNGはガソリンに比べて全開時の体積効率(ηv)が
低いためにガソリン燃料の場合に比べて出力が低下して
しまうという問題がある。On the other hand, in an internal combustion engine that uses CNG as a fuel,
Since CNG is a gas fuel, the unevenness of mixing in the cylinder is less than in the case of gasoline, and the lean limit is significantly extended, but because CNG has a slow propagation speed of combustion, CNG is fully open compared to gasoline. Since the volumetric efficiency (ηv) at the time is low, there is a problem that the output is reduced as compared with the case of gasoline fuel.
【0007】なお、液体燃料とCNGの切り換えを行う
ものにおいても、それぞれの運転状態における上記問題
点を解消することはできない。Even in the case of switching between liquid fuel and CNG, the above problems in each operating state cannot be solved.
【0008】本発明は、このような従来の問題点に鑑
み、高い空燃比においても安定燃焼を確保できてリーン
リミットを伸ばすことができ、燃費を大幅に向上できる
内燃機関を提供することを目的とする。In view of such conventional problems, it is an object of the present invention to provide an internal combustion engine capable of ensuring stable combustion even at a high air-fuel ratio, extending the lean limit, and greatly improving fuel consumption. And
【0009】[0009]
【課題を解決するための手段】本願の第1発明は、吸入
行程で吸入空気中にCNGを供給する手段と、点火前に
ピストン上面上の点火プラグに対向する部分に向けて点
火用の液体燃料を噴射する液体燃料噴射手段とを備えた
ことを特徴とする。The first invention of the present application is a means for supplying CNG into the intake air in the intake stroke, and a liquid for ignition toward the portion of the upper surface of the piston facing the spark plug before ignition. Liquid fuel injection means for injecting fuel is provided.
【0010】また、本願の第2発明は、吸入行程で吸入
空気中に液体燃料を噴射供給する液体燃料噴射手段と、
点火直前に点火プラグに向けて点火用のCNGを噴射す
るインジェクタとを備えたことを特徴とする。A second aspect of the present invention is a liquid fuel injection means for injecting and supplying liquid fuel into intake air in an intake stroke,
An injector for injecting CNG for ignition toward the spark plug immediately before ignition is provided.
【0011】[0011]
【作用】本願の第1発明によれば、CNGを主燃料とし
ているが、点火前に少量の点火用の液体燃料をピストン
上面上の点火プラグに対向する部分に噴射するので、点
火時に点火プラグの周囲に十分にリッチな混合気が形成
されて強い火種が形成されるため、CNGは燃焼伝播が
遅いという性質があっても強い火種によって燃焼伝播が
円滑に行われ、かつCNGは混合むらが少ないことも相
まって、吸入空気とCNGの混合気が空燃比30以上、
例えば空燃比50以上の超リーンな状態であっても十分
に安定した燃焼が行われる。又、全開時に液体燃料噴射
手段からの液体燃料の噴射量を増やせば、CNGの体積
効率の低さによる出力低下を防止することもできる。ま
た、CNGは元々低CO2 である上にリーンであるため
にさらに排出ガスが低CO2 となる。According to the first invention of the present application, although CNG is used as the main fuel, a small amount of the liquid fuel for ignition is injected to the portion on the upper surface of the piston facing the ignition plug before ignition, so the ignition plug is ignited. Since a sufficiently rich air-fuel mixture is formed around and a strong flame is formed, even if CNG has the property of slow combustion propagation, the strong flame promotes smooth combustion propagation, and CNG has uneven mixing. Combined with the small amount, the mixture of intake air and CNG has an air-fuel ratio of 30 or more,
For example, even in an extremely lean state where the air-fuel ratio is 50 or more, sufficiently stable combustion is performed. Further, if the injection amount of the liquid fuel from the liquid fuel injection means is increased at the time of full opening, it is possible to prevent the output reduction due to the low volume efficiency of CNG. Moreover, CNG is further exhaust gas has a low CO 2 in order to be lean on originally a low CO 2.
【0012】また、本願の第2発明によれば、液体燃料
を主燃料としているが、点火直前に点火プラグに向けて
着火し易いCNGを噴射するので、CNGは液体燃料の
ように点火プラグの電極を濡らすことがなく、点火プラ
グの周囲に着火に適したCNGの混合気が形成され、こ
のCNGがまず燃焼して火炎が形成されるとともに、C
NGが空気より軽く吸気への追従性が良いため、この火
炎が吸入空気と液体燃料の混合気に円滑に伝播し、その
ため吸入空気と液体燃料の混合気が超リーンな状態でも
十分に安定した燃焼が行われる。また、CNGは高圧で
あるため、そのままインジェクタから燃焼室内に噴射で
き、液体燃料の場合のような筒内噴射装置が不要であ
る。Further, according to the second invention of the present application, the liquid fuel is used as the main fuel, but since CNG which is easily ignited is injected toward the spark plug immediately before ignition, the CNG is the same as the liquid fuel. A mixture of CNG suitable for ignition is formed around the spark plug without wetting the electrode, and this CNG is first burned to form a flame, and C
Since NG is lighter than air and has good followability to intake air, this flame propagates smoothly into the mixture of intake air and liquid fuel, and is therefore sufficiently stable even when the mixture of intake air and liquid fuel is super lean. Burning takes place. Further, since CNG has a high pressure, it can be directly injected from the injector into the combustion chamber, and an in-cylinder injector as in the case of liquid fuel is unnecessary.
【0013】[0013]
【実施例】以下、本発明の第1実施例を図1を参照して
説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described below with reference to FIG.
【0014】図1において、1は内燃機関のシリンダブ
ロック、2はシリンダヘッド、3はシリンダブロック1
に形成されたシリンダ、4はシリンダ3内を上下動する
ピストン、5はシリンダヘッド2の下部のシリンダ3上
に形成された燃焼室である。In FIG. 1, 1 is a cylinder block of an internal combustion engine, 2 is a cylinder head, and 3 is a cylinder block 1.
Cylinders 4 formed in 1 are pistons that move up and down in the cylinder 3, and 5 is a combustion chamber formed on the cylinder 3 below the cylinder head 2.
【0015】燃焼室5の天井面の両側部に吸気ポート6
と排気ポート7が開口され、それぞれ吸気弁8と排気弁
9にて所定のタイミングで開閉される。また燃焼室5の
天井面の頂部近傍には点火プラグ10が配設されてい
る。Intake ports 6 are provided on both sides of the ceiling of the combustion chamber 5.
The exhaust port 7 is opened, and the intake valve 8 and the exhaust valve 9 are opened and closed at predetermined timings. An ignition plug 10 is provided near the top of the ceiling of the combustion chamber 5.
【0016】また、点火プラグ10の近傍には点火用の
ガソリンを噴射する液体燃料噴射手段11が配設されて
いる。ピストン4の上面には点火プラグ10に対向する
部分にキャビティ12が形成され、液体燃料噴射手段1
1はこのキャビティ12に向けて点火用の少量のガソリ
ンを噴射するように構成されている。Liquid fuel injection means 11 for injecting gasoline for ignition is arranged near the ignition plug 10. A cavity 12 is formed in an upper surface of the piston 4 at a portion facing the spark plug 10, and the liquid fuel injection means 1 is provided.
1 is configured to inject a small amount of gasoline for ignition toward the cavity 12.
【0017】一方、吸気ポート6には吸気にCNGを供
給混合するキャブレタ13が接続されている。このキャ
ブレタ13にはスロットルバルブは設けられていず、出
力制御はCNGの供給量によって行うように構成されて
いる。On the other hand, a carburetor 13 for supplying and mixing CNG to the intake air is connected to the intake port 6. The carburetor 13 is not provided with a throttle valve, and output control is performed by the supply amount of CNG.
【0018】以上の構成において、吸入行程中にキャブ
レタ13でCNGが所望の空燃比となるように吸気に混
合され、燃焼室5内に流入する。次に、圧縮行程の終わ
りの300°ATDC位で噴射が終了するように液体燃
料噴射手段11から少量の点火用のガソリンがピストン
4上面上のキャビティ12内に向けて噴射され、キャビ
ティ12内に燃料滴が散乱する。すると、330°〜3
40°ATDC位でこの燃料滴が気化し始めてキャビテ
ィ12内にリッチな混合気が形成されるとともにこのキ
ャビティ12が点火プラグ10の近傍に来るので、この
時(20°〜30°BTDC)に点火プラグ10にて点
火すると、キャビティ12内のリッチな混合気が着火し
て激しく燃焼し、強力火炎に発達し、強い火種が形成さ
れる。In the above structure, during the intake stroke, the carburetor 13 mixes CNG with intake air so as to have a desired air-fuel ratio, and then flows into the combustion chamber 5. Next, a small amount of gasoline for ignition is injected from the liquid fuel injection means 11 into the cavity 12 on the upper surface of the piston 4 so that the injection ends at about 300 ° ATDC at the end of the compression stroke, and is injected into the cavity 12. Fuel drops are scattered. Then, 330 ° to 3
At about 40 ° ATDC, the fuel droplets start to vaporize, a rich mixture is formed in the cavity 12, and the cavity 12 comes close to the spark plug 10. Therefore, at this time (20 ° to 30 ° BTDC), ignition is performed. When ignited by the plug 10, the rich air-fuel mixture in the cavity 12 ignites and burns violently, developing a strong flame and forming a strong flame.
【0019】この火種の火炎が周りのCNG混合気に伝
播することにより、燃焼室5内が迅速に燃焼する。即
ち、CNGはガス体で着火し易くかつ混合むらが少ない
ために、CNGは燃焼伝播が遅いという性質があって
も、火種を十分に強いものにすることによって燃焼伝播
が円滑に行われる。その結果、空燃比30以上、例えば
空燃比50以上の超リーンな状態であっても、十分に安
定して燃焼させることができる。尚、ガソリンとCNG
比は、重量比で1:10位の割合が好適である。The flame of this kind of flame propagates to the surrounding CNG mixture, so that the inside of the combustion chamber 5 burns quickly. That is, since CNG easily ignites in the form of a gas and has little mixing unevenness, CNG has a property that combustion propagation is slow, but combustion propagation can be smoothly performed by making the ignition point sufficiently strong. As a result, even in an extremely lean state where the air-fuel ratio is 30 or more, for example, the air-fuel ratio is 50 or more, it is possible to perform combustion in a sufficiently stable manner. In addition, gasoline and CNG
The ratio is preferably about 1:10 by weight.
【0020】本実施例によれば、このように超リーンで
安定燃焼させることができるために、CNGの供給量に
より出力制御できてスロットルバルブによる出力制御が
不要となり、ポンピング損失が小さくなり、また超リー
ンであるために比熱比の大きい空気サイクルに近くな
り、低燃費の内燃機関を実現できる。また、CNGは元
々低CO2 である上にリーンであるためにさらに排出ガ
スが低CO2 となり、エコノミーでクリーンな内燃機関
を得ることができる。According to the present embodiment, since stable combustion can be performed in a super lean manner as described above, output control can be performed by the supply amount of CNG, output control by a throttle valve is unnecessary, pumping loss is reduced, and Since it is super lean, it is close to an air cycle with a large specific heat ratio, and a low fuel consumption internal combustion engine can be realized. Further, since CNG is originally low in CO 2 and lean, the exhaust gas is further reduced in CO 2 , and an economical and clean internal combustion engine can be obtained.
【0021】なお、全開時にCNGの体積効率の低さの
ために出力低下が懸念される場合には、液体燃料噴射手
段11からの液体燃料の噴射量を増やすことによって出
力低下を防止することもできる。If there is a concern that the output will decrease due to the low volumetric efficiency of CNG when fully opened, the output decrease can be prevented by increasing the injection amount of the liquid fuel from the liquid fuel injection means 11. it can.
【0022】次に、本発明の第2実施例について図2を
参照して説明する。なお、第1実施例と同一の構成要素
については、同じ参照番号を付して説明を省略する。Next, a second embodiment of the present invention will be described with reference to FIG. The same components as those in the first embodiment are designated by the same reference numerals and the description thereof will be omitted.
【0023】図2において、吸入空気中に液体燃料を噴
射供給する液体燃料噴射手段14が吸気ポート6に配設
され、点火プラグ10に向けて点火用のCNGを噴射す
るインジェクタ15が燃焼室5の下部一側に配設されて
いる。In FIG. 2, liquid fuel injection means 14 for injecting liquid fuel into the intake air is arranged in the intake port 6, and an injector 15 for injecting CNG for ignition toward the spark plug 10 is provided in the combustion chamber 5. Is disposed on one side of the lower part of the.
【0024】以上の構成において、吸入行程中に液体燃
料噴射手段14からガソリンを所望の空燃比となるよう
に吸気中に噴射すると、混合気が燃焼室5内に流入す
る。次に、圧縮行程の終わりの330°〜340°AT
DC(点火前10°CA)位で噴射が終了するようにイ
ンジェクタ15から点火用のCNGを点火プラグ10に
向けて噴射する。すると、CNGは液体燃料のように点
火プラグ10の電極を濡らすことがなく、点火プラグ1
0の周囲に着火に適したCNGの混合気が形成される。
そこで、20°〜30°BTDC位で点火プラグ10に
て点火すると、このCNGがまず燃焼して火炎が形成さ
れるとともに、CNGが空気より軽く吸気への追従性が
良いため、この火炎が燃焼室5内の吸入空気とガソリン
の混合気に円滑に伝播し、そのため吸入空気とガソリン
の混合気が超リーンな状態でも十分に安定した燃焼が行
われる。In the above structure, when gasoline is injected from the liquid fuel injection means 14 into the intake air so as to have a desired air-fuel ratio during the intake stroke, the air-fuel mixture flows into the combustion chamber 5. Next, at the end of the compression stroke, 330 ° to 340 ° AT
CNG for ignition is injected from the injector 15 toward the ignition plug 10 so that the injection ends at DC (10 ° CA before ignition). Then, CNG does not wet the electrode of the spark plug 10 unlike liquid fuel, and the spark plug 1
A mixture of CNG suitable for ignition is formed around 0.
Therefore, when the ignition plug 10 is ignited at about 20 ° to 30 ° BTDC, this CNG first burns to form a flame, and since CNG is lighter than air and has good followability to intake air, this flame burns. The air-fuel mixture in the chamber 5 smoothly propagates in the air-fuel mixture, and therefore, even if the air-fuel mixture in the intake air is extremely lean, the combustion is sufficiently stable.
【0025】本実施例によれば、このように超リーンで
安定燃焼するために、ガソリンの供給量により出力制御
できてスロットルバルブによる出力制御が不要となり、
ポンピング損失が小さくなり、また超リーンであるため
に比熱比の大きい空気サイクルに近くなり、低燃費の内
燃機関を実現できる。又、リーンであるために排出ガス
が低CO2 となり、エコノミーでクリーンな内燃機関を
得ることができる。また、CNGは200kg/cm2 と
高圧であるために、インジェクタ15から燃焼室15内
に噴射でき、液体燃料の場合のような筒内噴射装置が不
要である。According to the present embodiment, since the combustion is super lean and stable, the output can be controlled by the amount of gasoline supplied, and the output control by the throttle valve becomes unnecessary.
The pumping loss is small, and because it is super lean, it is close to an air cycle with a large specific heat ratio, so that a fuel-efficient internal combustion engine can be realized. Further, since it is lean, the exhaust gas becomes low CO 2 , and an economy and clean internal combustion engine can be obtained. Further, since CNG has a high pressure of 200 kg / cm 2, it can be injected from the injector 15 into the combustion chamber 15, and an in-cylinder injector as in the case of liquid fuel is unnecessary.
【0026】[0026]
【発明の効果】本願の第1発明の内燃機関によれば、以
上のようにCNGを主燃料としているが、点火前に少量
の点火用の液体燃料をピストン上面上の点火プラグに対
向する部分に噴射することにより点火時に点火プラグの
周囲に十分にリッチな混合気が形成されて強い火種が形
成されるため、CNGは燃焼伝播が遅いという性質があ
っても燃焼伝播が円滑に行われ、かつCNGは混合むら
が少ないことも相まって空燃比50以上の超リーンな状
態であっても十分に安定した燃焼が行われる。また、こ
のためにCNGの供給量により出力制御できてスロット
ルバルブによる出力制御が不要となり、ポンピング損失
が小さくなり、更に超リーンであるために比熱比の大き
い空気サイクルに近くなるため、低燃費の内燃機関を実
現できる。According to the internal combustion engine of the first invention of the present application, although CNG is used as the main fuel as described above, a small amount of liquid fuel for ignition prior to ignition faces the ignition plug on the upper surface of the piston. Since a sufficiently rich air-fuel mixture is formed around the spark plug at the time of ignition and a strong spark is formed by injecting into the CNG, the CNG is smoothly propagated even though it has the property of slow combustion propagation. In addition, CNG has a small amount of unevenness of mixing, so that sufficiently stable combustion is performed even in an ultra lean state with an air-fuel ratio of 50 or more. Further, for this reason, the output can be controlled by the supply amount of CNG, the output control by the throttle valve is not necessary, the pumping loss is reduced, and since it is super lean, it is close to an air cycle with a large specific heat ratio, which results in low fuel consumption. An internal combustion engine can be realized.
【0027】又、排気ガスもCNGを用いているので元
々低CO2 である上にリーンであるためにさらに低CO
2 となり、従ってエコノミーでクリーンな内燃機関を得
ることができる。Since CNG is also used as the exhaust gas, it is originally low in CO 2 and lean, so that the CO is further reduced.
2, and it is possible to obtain a clean internal combustion engine thus Economy.
【0028】また、本願の第2発明によれば、液体燃料
を主燃料としているが、点火直前に点火プラグに向けて
着火し易いCNGを噴射することにより、点火プラグの
周囲に着火に適したCNGの混合気が形成され、このC
NGがまず燃焼して火炎が形成されるとともに、この火
炎が吸入空気と液体燃料の混合気に伝播することによっ
て、吸入空気と液体燃料の混合気が超リーンな状態でも
十分に安定した燃焼が行われる。また、このために液体
燃料の供給量により出力制御できてスロットルバルブに
よる出力制御が不要となり、ポンピング損失が小さくな
り、また超リーンであるために比熱比の大きい空気サイ
クルに近くなるため、低燃費の内燃機関を実現できる。
又、超リーンで安定燃焼するため、排出ガスも低CO2
となり、エコノミーでクリーンな内燃機関を得ることが
できる。更に、CNGは高圧であるため、そのままイン
ジェクタから燃焼室内に噴射でき、液体燃料の場合のよ
うな筒内噴射装置を不要とすることができ、またCNG
を燃料とする内燃機関のように出力低下を来さず、液体
燃料と同等の性能を確保することができる。Further, according to the second invention of the present application, the liquid fuel is used as the main fuel, but by injecting CNG which is easy to ignite toward the ignition plug immediately before ignition, it is suitable for ignition around the ignition plug. A mixture of CNG is formed and this C
NG burns first to form a flame, and this flame propagates to the mixture of intake air and liquid fuel, so that sufficiently stable combustion is achieved even when the mixture of intake air and liquid fuel is super lean. Done. Therefore, the output can be controlled by the supply amount of the liquid fuel, the output control by the throttle valve is not required, the pumping loss is small, and the super lean fuel cycle is close to the air cycle with a large specific heat ratio, resulting in low fuel consumption. The internal combustion engine can be realized.
Also, because it burns super lean and stable, the emission gas is low CO 2.
Therefore, an economical and clean internal combustion engine can be obtained. Further, since CNG has a high pressure, it can be directly injected from the injector into the combustion chamber, and the in-cylinder injection device as in the case of liquid fuel can be eliminated.
Unlike the internal combustion engine that uses the fuel, the output does not decrease, and the performance equivalent to that of the liquid fuel can be secured.
【図1】本発明の第1実施例における内燃機関の概略構
成を示す縦断面図である。FIG. 1 is a vertical sectional view showing a schematic configuration of an internal combustion engine in a first embodiment of the present invention.
【図2】本発明の第2実施例における内燃機関の概略構
成を示す縦断面図である。FIG. 2 is a vertical sectional view showing a schematic configuration of an internal combustion engine in a second embodiment of the present invention.
3 シリンダ 4 ピストン 5 燃焼室 10 点火プラグ 11 液体燃料噴射手段 12 キャビティ 13 キヤブレタ 14 液体燃料噴射手段 15 インジェクタ 3 Cylinder 4 Piston 5 Combustion Chamber 10 Spark Plug 11 Liquid Fuel Injecting Means 12 Cavity 13 Carburetor 14 Liquid Fuel Injecting Means 15 Injector
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 FI 技術表示箇所 F02M 69/04 R ─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. 6 Identification number Office reference number FI technical display location F02M 69/04 R
Claims (2)
供給する手段と、点火前にピストン上面上の点火プラグ
に対向する部分に向けて点火用の液体燃料を噴射する液
体燃料噴射手段とを備えたことを特徴とする内燃機関。1. A means for supplying compressed natural gas into intake air in an intake stroke, and a liquid fuel injection means for injecting a liquid fuel for ignition toward a portion of a piston upper surface facing an ignition plug before ignition. An internal combustion engine comprising:
供給する液体燃料噴射手段と、点火直前に点火プラグに
向けて点火用の圧縮天然ガスを噴射するインジェクタと
を備えたことを特徴とする内燃機関。2. A liquid fuel injection means for injecting and supplying liquid fuel into intake air in an intake stroke, and an injector for injecting compressed natural gas for ignition toward a spark plug immediately before ignition. Internal combustion engine.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP5209240A JP2972064B2 (en) | 1993-08-24 | 1993-08-24 | Internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP5209240A JP2972064B2 (en) | 1993-08-24 | 1993-08-24 | Internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH0763076A true JPH0763076A (en) | 1995-03-07 |
JP2972064B2 JP2972064B2 (en) | 1999-11-08 |
Family
ID=16569685
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JP5209240A Expired - Fee Related JP2972064B2 (en) | 1993-08-24 | 1993-08-24 | Internal combustion engine |
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JP (1) | JP2972064B2 (en) |
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1998045588A1 (en) * | 1997-04-10 | 1998-10-15 | Reinhard Latsch | Internal combustion engine and ignition and combustion method in an internal combustion engine |
US7011070B2 (en) | 2002-10-02 | 2006-03-14 | Westport Research Inc. | Method of reducing particulates and enhancing burning rate within a combustion chamber |
JP2007009865A (en) * | 2005-07-04 | 2007-01-18 | Nissan Motor Co Ltd | Cylinder direct injection type spark ignition internal combustion engine |
WO2012000307A1 (en) * | 2010-06-28 | 2012-01-05 | 大连理工大学 | Multi-fuel pre-mixed combustion system of internal combustion engine |
CN103573398A (en) * | 2012-07-26 | 2014-02-12 | 广西玉柴机器股份有限公司 | Natural gas engine |
RU2508462C2 (en) * | 2008-04-17 | 2014-02-27 | Ауди Аг | Method of control over cold ice in starting and warming up |
EP2930342A1 (en) | 2014-04-11 | 2015-10-14 | EMPA Eidgenössische Materialprüfungs- und Forschungsanstalt | Combustion engine having a splitted fuel admission and a respective method |
JP2016223313A (en) * | 2015-05-28 | 2016-12-28 | 日立オートモティブシステムズ株式会社 | Injection control device of spark ignition engine |
JP2021006708A (en) * | 2019-06-28 | 2021-01-21 | ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツングRobert Bosch Gmbh | Fuel injection valve and internal combustion engine including the same |
-
1993
- 1993-08-24 JP JP5209240A patent/JP2972064B2/en not_active Expired - Fee Related
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1998045588A1 (en) * | 1997-04-10 | 1998-10-15 | Reinhard Latsch | Internal combustion engine and ignition and combustion method in an internal combustion engine |
US7011070B2 (en) | 2002-10-02 | 2006-03-14 | Westport Research Inc. | Method of reducing particulates and enhancing burning rate within a combustion chamber |
JP2007009865A (en) * | 2005-07-04 | 2007-01-18 | Nissan Motor Co Ltd | Cylinder direct injection type spark ignition internal combustion engine |
JP4650126B2 (en) * | 2005-07-04 | 2011-03-16 | 日産自動車株式会社 | In-cylinder direct injection spark ignition internal combustion engine |
RU2508462C2 (en) * | 2008-04-17 | 2014-02-27 | Ауди Аг | Method of control over cold ice in starting and warming up |
WO2012000307A1 (en) * | 2010-06-28 | 2012-01-05 | 大连理工大学 | Multi-fuel pre-mixed combustion system of internal combustion engine |
CN103573398A (en) * | 2012-07-26 | 2014-02-12 | 广西玉柴机器股份有限公司 | Natural gas engine |
EP2930342A1 (en) | 2014-04-11 | 2015-10-14 | EMPA Eidgenössische Materialprüfungs- und Forschungsanstalt | Combustion engine having a splitted fuel admission and a respective method |
JP2016223313A (en) * | 2015-05-28 | 2016-12-28 | 日立オートモティブシステムズ株式会社 | Injection control device of spark ignition engine |
JP2021006708A (en) * | 2019-06-28 | 2021-01-21 | ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツングRobert Bosch Gmbh | Fuel injection valve and internal combustion engine including the same |
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