JPH10325318A - Spark ignition type internal combustion engine with subsidiary chamber - Google Patents
Spark ignition type internal combustion engine with subsidiary chamberInfo
- Publication number
- JPH10325318A JPH10325318A JP9150380A JP15038097A JPH10325318A JP H10325318 A JPH10325318 A JP H10325318A JP 9150380 A JP9150380 A JP 9150380A JP 15038097 A JP15038097 A JP 15038097A JP H10325318 A JPH10325318 A JP H10325318A
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- sub
- chamber
- fuel
- internal combustion
- 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
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- 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)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本出願発明は、広い機関運転
域に亘り該機関運転状態に適合した空燃比の混合気を燃
焼室に供給して、炭化水素排出量が少なくかつ効率の高
い副燃焼室付き火花点火式内燃機関に関するものであ
る。BACKGROUND OF THE INVENTION The present invention relates to an auxiliary combustion system which supplies an air-fuel mixture having an air-fuel ratio suitable for the operating state of an engine to a combustion chamber over a wide operating range of the engine to reduce the amount of hydrocarbon emissions and to increase the efficiency of the auxiliary combustion. The present invention relates to a spark ignition type internal combustion engine with a chamber.
【０００２】[0002]
【従来技術】従来の火花点火式内燃機関、特に火花点火
式２ストロークサイクル内燃機関（以下通称のように２
サイクル内燃機関と称する）においては、低負荷運転状
態にて、少量の燃料を確実に着火させるために、主燃焼
室に連通する副燃焼室を設け、該副燃焼室に混合気を濃
厚な混合気から希薄な混合気に層状に形成させるように
したものがあった（特開平５−１９５７８７号公報参
照）。2. Description of the Related Art A conventional spark ignition type internal combustion engine, in particular, a spark ignition type two stroke cycle internal combustion engine (hereinafter referred to as "2
In order to reliably ignite a small amount of fuel in a low-load operation state, a sub-combustion chamber communicating with the main combustion chamber is provided, and the air-fuel mixture is richly mixed in the sub-combustion chamber. There has been a method in which a gaseous mixture is formed into a thin mixture from a gaseous mixture (see Japanese Patent Application Laid-Open No. 5-195787).
【０００３】[0003]
【解決しようとする課題】前記公報記載の２サイクル内
燃機関では、副燃焼室の容積が主燃焼室の容積に比べて
著しく小さいため、低負荷運転状態では、少量の燃料を
所要の空燃比分布で副燃焼室に層状に形成することは可
能であるが、高負荷運転状態では、大量の燃料を副燃焼
室内に適正な空燃比となるように供給することができ
ず、不整燃焼を起こして、炭化水素排出量が高水準とな
る不具合があった。In the two-stroke internal combustion engine described in the above publication, the volume of the sub-combustion chamber is significantly smaller than the volume of the main combustion chamber. Although it is possible to form a layer in the sub-combustion chamber in a high-load operation state, a large amount of fuel cannot be supplied to the sub-combustion chamber so as to have an appropriate air-fuel ratio, and irregular combustion occurs. However, there was a problem that the amount of hydrocarbon emission was high.
【０００４】[0004]
【課題を解決するための手段および効果】本出願発明は
このような不具合を解消した火花点火式内燃機関の改良
に係り、主燃焼室に連通する副燃焼室と、該副燃焼室に
直接混合気または燃料を間欠的に噴射する噴射手段と、
前記副燃焼室に設けられた点火手段とを具備した内燃機
関において、前記副燃焼室および主燃焼室の各容積比
は、２：８〜６：４の範囲内に設けられたことを特徴と
するものである。SUMMARY OF THE INVENTION The present invention relates to an improvement in a spark ignition type internal combustion engine which solves such a problem, and relates to a sub-combustion chamber communicating with a main combustion chamber and a direct mixing with the sub-combustion chamber. Injection means for intermittently injecting air or fuel;
In the internal combustion engine provided with the ignition means provided in the sub-combustion chamber, each volume ratio of the sub-combustion chamber and the main combustion chamber is provided in a range of 2: 8 to 6: 4. Is what you do.
【０００５】請求項１記載の発明は、前記したように副
燃焼室の容積が全燃焼室の容積に比べてそれ程大きな比
率に設定されていないので、小量の燃料が燃焼室に供給
される低負荷運転状態では、適正な空燃比分布の混合気
が前記副燃焼室内に層状に形成され、着火が確実に行な
われて、不整燃焼が回避され、炭化水素排出量が抑制さ
れる。According to the first aspect of the present invention, as described above, since the volume of the sub-combustion chamber is not set so large as compared with the volume of the entire combustion chamber, a small amount of fuel is supplied to the combustion chamber. In the low load operation state, the air-fuel mixture having an appropriate air-fuel ratio distribution is formed in a layered manner in the sub-combustion chamber, ignition is reliably performed, irregular combustion is avoided, and the amount of hydrocarbon emissions is suppressed.
【０００６】また大量の燃料が燃焼室に供給される高負
荷運転状態では、不整燃焼を起こさない程度の濃厚な混
合気が前記副燃焼室に形成され、均一燃焼が行なわれ
て、排気ガス浄化性能が高水準に維持されるとともに、
高出力が容易に得られる。In a high-load operation state in which a large amount of fuel is supplied to the combustion chamber, a rich air-fuel mixture that does not cause irregular combustion is formed in the sub-combustion chamber, and uniform combustion is performed, thereby purifying exhaust gas. Performance is maintained at a high level,
High output is easily obtained.
【０００７】さらに請求項２記載のように発明を構成す
ることにより、混合気噴射時期における副燃焼室内の圧
力に打勝って、混合気噴射手段により該副燃焼室内に適
正な空燃比の混合気を容易に噴射させることができる。Further, according to the present invention, the air-fuel mixture having an appropriate air-fuel ratio is overcome in the sub-combustion chamber by the air-fuel mixture injection means by overcoming the pressure in the sub-combustion chamber at the air-fuel mixture injection timing. Can be easily injected.
【０００８】さらにまた請求項３記載のように発明を構
成することにより、低負荷運転域では、副燃焼室内の混
合気は、主燃焼室内からのガスによって撹伴されずに、
成層状態を維持できて、不整燃焼が回避され、また高負
荷運転域では、主燃焼室内から副燃焼室に浸入する掃気
流と充分に混合して、空燃比が略均一の混合気が得られ
て、均一燃焼状態となり、完全燃焼が行なわれ、排気ガ
ス浄化性能が高く、効率および出力が高水準に保持され
る。Further, according to the present invention, in the low-load operation range, the air-fuel mixture in the sub-combustion chamber is not agitated by the gas from the main combustion chamber.
A stratified state can be maintained, irregular combustion is avoided, and in a high-load operation range, the mixture is sufficiently mixed with the scavenging flow flowing into the sub-combustion chamber from the main combustion chamber to obtain an air-fuel mixture with a substantially uniform air-fuel ratio. As a result, a uniform combustion state is achieved, complete combustion is performed, exhaust gas purification performance is high, and efficiency and output are maintained at high levels.
【０００９】また請求項４記載のように発明を構成する
ことにより、副燃焼室内に噴射されて主燃焼室に供給さ
れる混合気に方向性を持たせ、排気口または排気弁より
の混合気の吹抜けを未然に防止することができるととも
に、請求項３記載の偏心構造を形成することができ、さ
らに噴射手段から噴射されて副燃焼室内から主燃焼室に
流れる混合気を、点火手段の近傍に導き、安定した燃焼
を遂行することができる。According to the fourth aspect of the invention, the air-fuel mixture injected into the sub-combustion chamber and supplied to the main combustion chamber has directionality, and the air-fuel mixture from the exhaust port or the exhaust valve is provided. The eccentric structure according to claim 3 can be formed beforehand, and the air-fuel mixture injected from the injection means and flowing from the sub-combustion chamber to the main combustion chamber can be prevented from flowing near the ignition means. To achieve stable combustion.
【００１０】さらにまた請求項５記載のように構成する
ことにより、吹抜けが生じ易い２サイクル内燃機関に適
用して、排気ガス中の炭化水素排出量を削減することが
できるとともに、出力および効率を向上させることがで
きる。Further, by applying the present invention to a two-stroke internal combustion engine in which blow-through tends to occur, it is possible to reduce the amount of hydrocarbons discharged from the exhaust gas and to reduce the output and efficiency. Can be improved.
【００１１】[0011]
【発明の実施の形態】以下、図１ないし図４に図示され
た本出願発明の一実施形態について説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention shown in FIGS. 1 to 4 will be described below.
【００１２】副燃焼室付き火花点火２サイクル内燃機関
１は、図示されないスクータ型自動二輪車のスイングパ
ワーユニット０に、Ｖベルト無段変速機２とともに一体
に組込まれ、副燃焼室付き火花点火２サイクル内燃機関
１のシリンダブロック３の上部にシリンダヘッド４が一
体に結合されるとともに、左右に２分割された左クラン
クケース５および右クランクケース６が、シリンダブロ
ック３の下部に一体に結合されている。A spark ignition two-cycle internal combustion engine 1 with a sub-combustion chamber is integrated with a swing power unit 0 of a scooter type motorcycle (not shown) together with a V-belt continuously variable transmission 2 to form a spark ignition two-cycle internal combustion engine with a sub-combustion chamber. A cylinder head 4 is integrally connected to an upper portion of a cylinder block 3 of the engine 1, and a left crankcase 5 and a right crankcase 6, which are divided into right and left, are integrally connected to a lower portion of the cylinder block 3.
【００１３】また前記左クランクケース５は後方へ延長
し、該左クランクケース５とその左外側に着脱自在に結
合される変速機ケース７とでＶベルト無段変速機２のケ
ースが構成され、該Ｖベルト無段変速機２の出力軸たる
車軸８に後車輪９に一体に取付けられており、副燃焼室
付き火花点火２サイクル内燃機関１の左クランクケース
５、および４クランクケース６に枢支されたクランクシ
ャフト10の動力が、Ｖベルト無段変速機２を介して後車
輪９に伝達されるようになっている。The left crankcase 5 extends rearward, and a case of the V-belt continuously variable transmission 2 is constituted by the left crankcase 5 and a transmission case 7 detachably connected to the left outside thereof. The V-belt continuously variable transmission 2 is integrally mounted on a rear wheel 9 on an axle 8 serving as an output shaft, and is pivotally connected to a left crankcase 5 and a four crankcase 6 of the spark ignition two-cycle internal combustion engine 1 with a sub-combustion chamber. The power of the supported crankshaft 10 is transmitted to the rear wheels 9 via the V-belt continuously variable transmission 2.
【００１４】さらに図３に図示されるように、副燃焼室
付き火花点火２サイクル内燃機関１におけるシリンダブ
ロック３のシリンダ孔11にピストン12が摺動自在に嵌装
され、ピストン12のピストンピン13とクランクシャフト
10のクランクピン14とにコネクティングロッド15の両端
が回転自在に枢着されており、ピストン12の昇降に伴な
ってクランクシャフト10が回転駆動されるようになって
いる。Further, as shown in FIG. 3, a piston 12 is slidably fitted in a cylinder hole 11 of a cylinder block 3 in the spark ignition two-cycle internal combustion engine 1 with a sub-combustion chamber. And crankshaft
Both ends of a connecting rod 15 are rotatably connected to the ten crankpins 14 so that the crankshaft 10 is driven to rotate as the piston 12 moves up and down.
【００１５】さらにまたシリンダ孔11の上部の主燃焼室
16に隣接しかつこれに連通する副燃焼室17は、図４に図
示されるように、主燃焼室16に隣接するにつれて次第に
末広がり状に形成され、該副燃焼室17の中心線に対し、
図４にて右方へ偏心して主燃焼室16と連通する連通開口
17ａが形成され、該連通開口17ａに点火栓36が配置され
るとともに、副燃焼室17内の上流側に、点火栓36と反対
側に位置して点火栓37（図２にて点火栓36に対して点火
栓37が直角に指向するように設けられていてもよい）が
配置されている。Furthermore, the main combustion chamber above the cylinder hole 11
As shown in FIG. 4, the sub-combustion chamber 17 adjacent to and communicating with 16 is formed so as to gradually expand toward the main combustion chamber 16.
4, a communication opening eccentric to the right and communicating with the main combustion chamber 16
An ignition plug 36 is disposed in the communication opening 17a, and an ignition plug 37 (see FIG. 2) is positioned upstream of the sub-combustion chamber 17 on the side opposite to the ignition plug 36. The ignition plug 37 may be provided so as to be directed at right angles to the ignition plug 37).
【００１６】そして副燃焼室17の中心線延長上に衝突壁
17ｂが形成されており、混合気噴射電磁弁18より噴射さ
れた混合気はこの衝突壁17ｂに衝突し、点火栓36に向っ
て向きを変えるようになっている。A collision wall extends on the extension of the center line of the sub-combustion chamber 17.
An air-fuel mixture injected from the air-fuel mixture injection valve 18 collides with the collision wall 17b and changes its direction toward the spark plug 36.
【００１７】しかも副燃焼室17の上端に混合気噴射電磁
弁18が設けられ、該混合気噴射電磁弁18の蓄圧室19の中
心に指向して圧力空気通路20が取付けられている。Further, an air-fuel mixture injection electromagnetic valve 18 is provided at the upper end of the sub-combustion chamber 17, and a pressure air passage 20 is attached to the mixture-air injection electromagnetic valve 18 so as to be directed toward the center of the accumulator chamber 19.
【００１８】また図２に図示されるように、シリンダヘ
ッド４に往復空気ポンプ22が取りつけられ、該往復空気
ポンプ22のクランクシャフト23の右端にドリブンプーリ
24が嵌着され、図１に図示されるように、副燃焼室付き
火花点火２サイクル内燃機関１のクランクシャフト10に
ドライブプーリ25が嵌着され、これらドリブンプーリ2
4、ドライブプーリ25にベルト26が架渡されており、ク
ランクシャフト10が回転すると、往復空気ポンプ22のク
ランクシャフト23が回転駆動されるようになっている。As shown in FIG. 2, a reciprocating air pump 22 is mounted on the cylinder head 4, and a driven pulley is attached to the right end of a crankshaft 23 of the reciprocating air pump 22.
As shown in FIG. 1, a drive pulley 25 is fitted to the crankshaft 10 of the spark ignition two-stroke internal combustion engine 1 with a sub-combustion chamber.
4. A belt 26 is wound around the drive pulley 25, and when the crankshaft 10 rotates, the crankshaft 23 of the reciprocating air pump 22 is driven to rotate.
【００１９】さらに往復空気ポンプ22には、クランクシ
ャフト23の回転により往復空気ポンプ22のシリンダ27内
のピストン（図示されず）が往復駆動されるようになっ
ている。The piston (not shown) in the cylinder 27 of the reciprocating air pump 22 is driven to reciprocate by the rotation of the crankshaft 23.
【００２０】そしてシリンダヘッド４には、図２に図示
されるように、燃料噴射弁21の先端部に交叉する方向に
圧力空気通路28が形成され、該圧力空気通路28の延長線
上に沿って該圧力空気通路28に連通管29の一端が嵌着さ
れるとともに、該連通管29の他端は往復空気ポンプ22の
吐出室30に連通されており、往復空気ポンプ22で圧縮さ
れた圧力空気は吐出室30より連通管29、圧力空気通路28
および圧力空気通路20を介して蓄圧室19に供給され、直
接噴射電磁弁18が開放されて、燃料噴射弁21が動作した
場合には、圧力空気通路20を高速で蓄圧室19に向って流
れる圧力空気流に燃料噴射弁21より燃料が噴射されて、
混合され、蓄圧室19内の混合気が直接噴射電磁弁18の開
放部18ａより副燃焼室17に勢い良く流入するようになっ
ている。As shown in FIG. 2, a pressure air passage 28 is formed in the cylinder head 4 in a direction crossing the tip of the fuel injection valve 21 and extends along an extension of the pressure air passage 28. One end of a communication pipe 29 is fitted into the pressure air passage 28, and the other end of the communication pipe 29 is connected to the discharge chamber 30 of the reciprocating air pump 22, and the compressed air compressed by the reciprocating air pump 22 Is a communication pipe 29 from the discharge chamber 30, a pressure air passage 28
When the fuel injection valve 21 is operated by opening the direct injection solenoid valve 18 and flowing through the pressure air passage 20 toward the pressure accumulation chamber 19 at a high speed, Fuel is injected from the fuel injection valve 21 into the pressurized air flow,
The mixture is mixed, and the air-fuel mixture in the pressure accumulating chamber 19 flows into the sub-combustion chamber 17 from the open portion 18a of the direct injection electromagnetic valve 18 in a vigorous manner.
【００２１】また直接噴射電磁弁18は、弁ケーシング31
と、該弁ケーシング31に摺動自在に嵌装されるとともに
直接噴射電磁弁18の開口部18ａを開閉しうるポペット弁
体32と、直接噴射電磁弁18の開口部18ａを閉塞する方向
にポペット弁体32を付勢するコイルスプリング33と、前
記ポペット弁体32の頂端に一端に嵌着された磁性体の吸
引部材34と、動作時に該吸引部材34を下方へ吸引して直
接噴射電磁弁18を開放させる電磁コイル35とよりなり、
該電磁コイル35が通電されて動作した際には、それ迄閉
塞状態の直接噴射電磁弁18が開放されるようになってい
る。The direct injection solenoid valve 18 is provided with a valve casing 31.
A poppet valve body 32 slidably fitted in the valve casing 31 and capable of opening and closing the opening 18a of the direct injection solenoid valve 18, and a poppet in a direction for closing the opening 18a of the direct injection solenoid valve 18. A coil spring 33 for urging the valve body 32, a magnetic suction member 34 fitted at one end to the top end of the poppet valve body 32, and a direct injection electromagnetic valve that sucks the suction member 34 downward during operation. It consists of an electromagnetic coil 35 that opens 18
When the electromagnetic coil 35 is energized and operated, the closed direct injection electromagnetic valve 18 is opened.
【００２２】さらに混合気噴射電磁弁18は、図示されな
い電子制御装置からの制御信号により、副燃焼室付き火
花点火式２サイクル内燃機関１の運転変化量の一種たる
図示平均有効圧力ＰＭＩ（＝Ｋ・Ｗ／Ｎｅ・Ｖｓｔ た
だしＷ；出力、Ｎｅ；機関回転数、Ｖｓｔ：機関排気
量、Ｋ；比例常数）に対応して、図５の実線に図示され
るようなクランク角タイミングで開閉され、また燃料噴
射弁21も、図示されない電子制御装置からの制御信号に
より、図５の破線に図示されるようなクランク角タイミ
ングで、噴射開始、噴射終了するようになっている。Further, the air-fuel mixture injection valve 18 is controlled by a control signal from an electronic control unit (not shown) to control the indicated effective effective pressure PMI (= K W / Ne · Vst where W: output, Ne: engine speed, Vst: engine displacement, K: proportional constant), and are opened and closed at crank angle timing as shown by the solid line in FIG. The fuel injection valve 21 also starts and ends injection at a crank angle timing as shown by a broken line in FIG. 5 according to a control signal from an electronic control unit (not shown).
【００２３】しかも、点火栓36、37も、図示されない電
子制御装置により、図示平均有効圧力ＰＭＩに対応し
て、所要のタイミングで動作し、同時にまたはタイミン
グをずらせて、火花が発生するようになっている。In addition, the spark plugs 36 and 37 also operate at a required timing corresponding to the indicated average effective pressure PMI by an electronic control device (not shown), and a spark is generated simultaneously or at a shifted timing. ing.
【００２４】図６における図１ないし図４に図示の実施
形態の炭化水素排出特性は、特性Ｃないし特性Ｄの間に
あって、副燃焼室無し内燃機関の特性ＡおよびＶ1 ：Ｖ
2 の比が20：80の従来の副燃焼室付き内燃機関の特性Ｂ
に比べて良好である。The hydrocarbon emission characteristics of the embodiment shown in FIGS. 1 to 4 in FIG. 6 are between the characteristics C to D and are the characteristics A and V 1 : V of the internal combustion engine without the sub-combustion chamber.
Characteristics B of a conventional internal combustion engine with a sub-combustion chamber with a ratio of 2 to 20:80
Is better than.
【００２５】また図１ないし図４に図示の実施形態で
は、混合気噴射電磁弁18が開弁した際に、蓄圧室79内の
加圧空気は混合気噴射電磁弁18の開口部18ａより末広が
り形状の副燃焼室17内へ放射状に噴射し、それから所定
タイミング後は、燃料噴射弁21からの燃料とともに混合
気となって同様に副燃焼室17内へ放射状に噴射する。In the embodiments shown in FIGS. 1 to 4, when the mixture injection solenoid valve 18 is opened, the pressurized air in the pressure accumulating chamber 79 spreads out from the opening 18a of the mixture injection solenoid valve 18. The fuel is injected radially into the shaped sub-combustion chamber 17, and after a predetermined timing, becomes a mixture with the fuel from the fuel injection valve 21, and is similarly injected radially into the sub-combustion chamber 17.
【００２６】その結果、副燃焼室17の側壁面17ｃ、17ｄ
には、燃料が局部的に大量に付着することがなく、不整
燃焼や、煤発生が未然に阻止される。As a result, the side wall surfaces 17c, 17d of the sub-combustion chamber 17
In this case, fuel does not locally adhere in large quantities, and irregular combustion and soot generation are prevented beforehand.
【００２７】また副燃焼室17内に噴射された混合気は、
その途中の点火栓37の電極部に触れた後、副燃焼室17の
中心線延長上にある衝突壁17ｂに衝突して点火栓36の方
向へ向きを変え、該点火栓36の電極部に触れるので、副
燃焼室17内の混合気は確実に着火しうる。The air-fuel mixture injected into the sub-combustion chamber 17 is
After touching the electrode portion of the ignition plug 37 on the way, it collides with the collision wall 17b on the extension of the center line of the sub-combustion chamber 17 and changes its direction to the direction of the ignition plug 36. Because of the touch, the air-fuel mixture in the sub-combustion chamber 17 can reliably ignite.
【００２８】さらに副燃焼室17内に噴射された混合気は
直接主燃焼室16内へ噴射せず、衝突壁17ａに堤止められ
て滞留するため、低負荷運転域では、濃厚な混合気と希
薄な混合気とが層状に重ねられ、成層燃焼が行なわれ易
い。Further, the air-fuel mixture injected into the sub-combustion chamber 17 does not directly inject into the main combustion chamber 16 but stays buried in the collision wall 17a and stays there. The lean mixture is layered and stratified combustion is easily performed.
【００２９】また図２および図３から明らかなように、
副燃焼室17の連通開口17ａが設けられている側（図４に
て右側）に対し反対側に排気ポート38が配設されている
ため、副燃焼室17から連通開口17ａを介して主燃焼室16
に流入した混合気が直ちに排気ポート38に到達すること
ができず、吹抜けが確実に防止される。As is clear from FIGS. 2 and 3,
Since the exhaust port 38 is provided on the side opposite to the side where the communication opening 17a of the sub-combustion chamber 17 is provided (the right side in FIG. 4), the main combustion from the sub-combustion chamber 17 via the communication opening 17a. Room 16
Does not immediately reach the exhaust port 38, and blow-by is reliably prevented.
【００３０】なお排気ポート38と反対側に掃気ポート39
が設けられているとともに、左右両側にも掃気ポート39
が設けられている。The scavenging port 39 is provided on the side opposite to the exhaust port 38.
And scavenging ports 39 on both the left and right sides
Is provided.
【００３１】さらに往復空気ポンプ22により蓄圧室19内
の圧力を副燃焼室17内の圧力以上に昇圧することができ
るので、蓄圧室19内より副燃焼室17内へ空気を勢良く噴
射させることができる。Further, since the pressure in the pressure accumulating chamber 19 can be increased by the reciprocating air pump 22 to the pressure in the sub-combustion chamber 17 or more, the air can be jetted from the pressure accumulating chamber 19 into the sub-combustion chamber 17 vigorously. Can be.
【００３２】次に図７ないし図11に図示された本出願発
明の他の実施形態について説明する。図７ないし図11に
図示の実施形態では、図１ないし図４に図示の実施形態
の副燃焼室17に比べて副燃焼室40の形状が滑らかな末広
がり形状に形成されている。Next, another embodiment of the present invention shown in FIGS. 7 to 11 will be described. In the embodiment shown in FIGS. 7 to 11, the shape of the sub-combustion chamber 40 is formed in a smooth divergent shape as compared with the sub-combustion chamber 17 of the embodiment shown in FIGS.
【００３３】そして副燃焼室40の両側壁面40ａ，40ｂは
左右対称に形成されているが、副燃焼室40の前壁面40ｃ
は、シリンダ孔11の中心線に対し急激に傾斜し、外前壁
面40ｃの下縁には、後方の点火栓36の電極部36ａに向っ
て衝突壁41が突設され、副燃焼室40と主燃焼室16とを連
通する連通開口は点火栓36寄りに位置し、副燃焼室40の
具体的横断面形状は、図10に図示されるように形成さ
れ、副燃焼室40の上部では円錐面であったものが、左右
壁面40ａ，40ｂおよび後壁面40ｄは下方に進につれて角
錐面となり、前壁面40ｃのみが円錐面のままになってい
る。The side wall surfaces 40a, 40b of the sub-combustion chamber 40 are formed bilaterally symmetrically.
Is sharply inclined with respect to the center line of the cylinder hole 11, and a collision wall 41 protrudes from the lower edge of the outer front wall surface 40c toward the electrode portion 36a of the rear ignition plug 36, so that the sub combustion chamber 40 The communication opening communicating with the main combustion chamber 16 is located near the ignition plug 36, and the specific cross-sectional shape of the sub-combustion chamber 40 is formed as shown in FIG. The left and right wall surfaces 40a, 40b and the rear wall surface 40d become pyramidal surfaces as they move downward, and only the front wall surface 40c remains a conical surface.
【００３４】また連通開口42の左右両側部42ａ，42ｂ
は、図９および図10に図示されるように、衝突壁41より
も両方へ張出して、該連通開口42は略長円状に形成され
ており、混合気噴射電磁弁43より噴射された加圧空気ま
たは混合気の内、副燃焼室40の両側壁面40ａ，40ｂに沿
って流れた気流は、破線ａ，ｂに沿って流れ、副燃焼室
40の前壁面40ｃに沿って流れた気流は、破線ｃに沿って
流れ、副燃焼室40の後壁面40ｄに沿って流れた気流は、
破線ｄに沿って流れるようになっている。The left and right sides 42a, 42b of the communication opening 42
As shown in FIGS. 9 and 10, the communication opening 42 is formed in a substantially elliptical shape so as to protrude from both sides of the collision wall 41. Of the compressed air or air-fuel mixture, the airflow that has flowed along the side walls 40a and 40b of the sub-combustion chamber 40 flows along broken lines a and b, and
The airflow flowing along the front wall surface 40c of the forty flows along the broken line c, and the airflow flowing along the rear wall surface 40d of the auxiliary combustion chamber 40 is:
It flows along the broken line d.
【００３５】さらにシリンダ孔11の中心線に沿って副燃
焼室40より上方に、基本的に混合気噴射電磁弁18と同様
な構造の混合気噴射電磁弁43が配設され、該混合気噴射
電磁弁43と燃料噴射弁45とを連通する蓄圧室46に圧力空
気通路47の先端が開口され、該圧力空気通路47の基端に
は図示されない接続管およびサージタンクを介して加圧
空気ポンプに接続されており、蓄圧室46には常時一定圧
力の加圧空気が存在し、混合気噴射電磁弁43の開放中
に、燃料噴射弁45が動作して燃料が噴射されるようにな
っている。Further, an air-fuel mixture injection electromagnetic valve 43 having a structure basically similar to that of the air-fuel mixture injection electromagnetic valve 18 is disposed above the auxiliary combustion chamber 40 along the center line of the cylinder hole 11. The distal end of the pressure air passage 47 is opened in a pressure accumulating chamber 46 that communicates the solenoid valve 43 and the fuel injection valve 45, and a pressurized air pump is provided at a base end of the pressure air passage 47 through a connection pipe and a surge tank (not shown). The pressurized air at a constant pressure is always present in the pressure accumulating chamber 46, and the fuel injection valve 45 operates to inject fuel while the air-fuel mixture injection electromagnetic valve 43 is open. I have.
【００３６】さらにまた副燃焼室40の後壁面40ｄ側に点
火線36が配設されるとともに、副燃焼室40の右側壁面40
ｂ側に点火栓37が配設されている。Further, an ignition wire 36 is arranged on the rear wall 40d side of the sub-combustion chamber 40, and the right wall 40
An ignition plug 37 is disposed on the b side.
【００３７】図７ないし図11に図示の実施形態ではのＶ
1 ：Ｖ2 は、図１ないし図４に図示の実施形態のＶ1 ：
Ｖ2 に比べて、図６における炭化水素排出特性Ｃ（また
はＤ）に近い特性を有している。V in the embodiment shown in FIGS.
1 : V 2 is the same as V 1 : in the embodiment shown in FIGS.
Compared to V 2 , it has characteristics close to the hydrocarbon emission characteristics C (or D) in FIG.
【００３８】そして図７ないし図11に図示の実施形態
は、図１ないし図４の実施形態と同様に、衝突壁41を備
えているため、副燃焼室40内に噴射される混合気は低負
荷運転状態にて、濃度の異なる混合気が層状に形成され
て、安定した成層燃焼が行われる。The embodiment shown in FIGS. 7 to 11 has the collision wall 41 similarly to the embodiment shown in FIGS. 1 to 4, so that the air-fuel mixture injected into the sub-combustion chamber 40 is low. In the load operation state, the air-fuel mixtures having different concentrations are formed in a stratified state, and stable stratified combustion is performed.
【００３９】また連通開口42は主燃焼室16および混合気
噴射電磁弁43の中心線から点火栓36側に偏心しているた
め、混合気噴射電磁弁43から噴射された大部分の混合気
はｃ，ｄと流れて点火栓36の電極部36ａに向かって触
れ、また混合気噴射電磁弁43から噴射された混合気の
内、左右壁面40ａ，40ｂ沿って流れる混合気は、シリン
ダ孔11の左右側面に沿って主燃焼室16の下方迄流れ、ピ
ストン12の頂面に反転されて上昇し、点火栓36の電極部
36ａに達し、しかもその内の右壁面40ｂに沿って流れる
混合気は、点火栓37の電極部37ａに触れる結果、点火栓
36，37の電極部36ａ，37ａの近くに可燃混合気が存在
し、安定した成層燃焼が可能となる。Since the communication opening 42 is eccentric toward the spark plug 36 from the center line of the main combustion chamber 16 and the mixture injection electromagnetic valve 43, most of the mixture injected from the mixture injection electromagnetic valve 43 is c. , D, and touches toward the electrode portion 36a of the ignition plug 36. Of the air-fuel mixture injected from the air-fuel mixture injection valve 43, the air-fuel mixture flowing along the left and right wall surfaces 40a, 40b It flows along the side surface to below the main combustion chamber 16, is turned upside down on the top surface of the piston 12 and rises, and the electrode portion of the spark plug 36
The air-fuel mixture that reaches 36a and flows along the right wall surface 40b therein touches the electrode portion 37a of the ignition plug 37, and as a result,
A combustible mixture exists near the electrode portions 36a, 37a of the 36, 37, and stable stratified combustion can be performed.
【００４０】さらに連通開口42は左右に長円形状に形成
されているため、混合気噴射電磁弁43から噴射された気
流の内、副燃焼室40の左右壁面40ａ，40ｂに沿って流れ
る気流は、衝突壁41に衝突することなく、シリンダ孔11
の左右側面に沿って主燃焼室16内の下方迄達し、ピスト
ン12の頂面に反転されて上昇し、縦方向の渦が発生し、
ガス交換が充分に行われる。Further, since the communication opening 42 is formed in an oval shape on the left and right, of the airflow injected from the mixture injection electromagnetic valve 43, the airflow flowing along the left and right wall surfaces 40a, 40b of the sub-combustion chamber 40 is Without colliding with the collision wall 41,
Along the left and right sides of the main combustion chamber 16 to reach the lower part, it is inverted on the top surface of the piston 12 and rises, and a vertical vortex is generated,
Gas exchange is performed sufficiently.
【００４１】しかも混合気噴射電磁弁43から噴射された
混合気は、点火栓36の方に向って流れ、排気ポート38に
指向しないため、吹抜けが充分に回避される。Further, the air-fuel mixture injected from the air-fuel mixture injection electromagnetic valve 43 flows toward the ignition plug 36 and is not directed to the exhaust port 38, so that blow-by is sufficiently avoided.
【図１】本出願発明に係る副燃焼室付き火花点火２サイ
クル内燃機関の実施形態の概略平面図である。FIG. 1 is a schematic plan view of an embodiment of a spark ignition two-cycle internal combustion engine with a sub-combustion chamber according to the present invention.
【図２】図１のII−II線に沿って截断した断面図であ
る。FIG. 2 is a sectional view taken along the line II-II of FIG.
【図３】図２のIII −III 線に沿って截断した縦断背面
図である。FIG. 3 is a longitudinal rear view cut along the line III-III of FIG. 2;
【図４】図２のIV−IV線に沿って截断した縦断側面図で
ある。FIG. 4 is a vertical sectional side view taken along the line IV-IV of FIG. 2;
【図５】図１に図示の実施形態におけっる圧力空気っと
燃料噴射タイミングを図示平均有効圧力の変化に応じて
図示した特性図である。FIG. 5 is a characteristic diagram illustrating the pressure air and the fuel injection timing in the embodiment illustrated in FIG. 1 according to a change in the indicated average effective pressure.
【図６】図１に図示の実施形態の炭化水素排出力と、従
来の内燃機関の炭化水素排出量とを、図示平均有効圧力
の変化に応じて図示した特性図である。FIG. 6 is a characteristic diagram showing the hydrocarbon discharge power of the embodiment shown in FIG. 1 and the hydrocarbon discharge amount of the conventional internal combustion engine in accordance with a change in the indicated average effective pressure.
【図７】本出願発明の他の実施形態の縦断側面図であ
る。FIG. 7 is a longitudinal sectional side view of another embodiment of the present invention.
【図８】図７の要部拡大縦断側面図である。8 is an enlarged vertical sectional side view of a main part of FIG. 7;
【図９】図８のIX矢視図である。FIG. 9 is a view taken in the direction of the arrow IX in FIG. 8;
【図１０】図８のＡ−Ａ，Ｂ−Ｂ，Ｃ−Ｃ，Ｄ−Ｄ線に
沿って截断した断面図である。FIG. 10 is a sectional view taken along lines AA, BB, CC, and DD in FIG. 8;
【図１１】図８の要部斜視図である。FIG. 11 is a perspective view of a main part of FIG.
０…スイングパワーユニット、１…副燃焼室付き火花点
火２サイクル内燃機関、２…Ｖベルト無段変速機、３…
シリンダブロック、４…シリンダヘッド、５…左クラン
クケース、６…右クランクケース、７…変速機ケース、
８…車軸、９…後車輪、10…クランクシャフト、11…シ
リンダ孔、12…ピストン、13…ピストンピン、14…クラ
ンクピン、15…コネクティングロッド、16…主燃焼室、
17…副燃焼室、18…混合気噴射電磁弁、19…蓄圧室、20
…圧力空気通路、21…燃料噴射弁、22…往復空気ポン
プ、23…クランクシャフト、24…ドリブンプーリ、25…
ドライブプーリ、26…ベルト、27…シリンダ、28…圧力
空気通路、29…連通管、30…吐出室、31…弁ケーシン
グ、32…ポペット弁体、33…コイルスプリング、34…吸
引部材、35…電磁コイル、36, 37…点火栓、38…排気ポ
ート、39…掃気ポート、40…副燃焼室、41…衝突壁、42
…連通開口、43…混合気噴射電磁弁、44…ポペット弁
体、45…燃料噴射弁、46…蓄圧室、47…圧力空気通路。0 ... Swing power unit, 1 ... Spark ignition 2-cycle internal combustion engine with auxiliary combustion chamber, 2 ... V-belt continuously variable transmission, 3 ...
Cylinder block, 4 ... cylinder head, 5 ... left crankcase, 6 ... right crankcase, 7 ... transmission case,
8 ... axle, 9 ... rear wheel, 10 ... crankshaft, 11 ... cylinder bore, 12 ... piston, 13 ... piston pin, 14 ... crankpin, 15 ... connecting rod, 16 ... main combustion chamber,
17… Sub combustion chamber, 18… Electromagnetic mixture injection valve, 19… Pressure storage chamber, 20
... Pressure air passage, 21 ... Fuel injection valve, 22 ... Reciprocating air pump, 23 ... Crankshaft, 24 ... Driven pulley, 25 ...
Drive pulley, 26 ... belt, 27 ... cylinder, 28 ... pressure air passage, 29 ... communication pipe, 30 ... discharge chamber, 31 ... valve casing, 32 ... poppet valve body, 33 ... coil spring, 34 ... suction member, 35 ... Electromagnetic coils, 36, 37: spark plug, 38: exhaust port, 39: scavenging port, 40: auxiliary combustion chamber, 41: collision wall, 42
... Communication opening, 43 ... Electromagnetic mixture injection valve, 44 ... Popet valve body, 45 ... Fuel injection valve, 46 ... Pressure accumulation chamber, 47 ... Pressure air passage.
Claims (5)
焼室に直接混合気または燃料を間欠的に噴射する噴射手
段と、前記副燃焼室に設けられた点火手段とを具備した
内燃機関において、 前記副燃焼室および主燃焼室の各容積比は、２：８〜
６：４の範囲内に設けられたことを特徴とする副燃焼室
付き火花点火式内燃機関。1. An auxiliary combustion chamber communicating with a main combustion chamber, an injection means for directly injecting an air-fuel mixture or fuel intermittently into the auxiliary combustion chamber, and an ignition means provided in the auxiliary combustion chamber. In the internal combustion engine, each volume ratio of the sub-combustion chamber and the main combustion chamber is 2: 8 to
A spark ignition type internal combustion engine with a sub-combustion chamber, provided in the range of 6: 4.
て、該混合気噴射手段は、前記副燃焼室に隣接して圧力
空気が充填される蓄圧室と、該蓄圧室および前記副燃焼
室を開閉自在に連通する開閉弁と、前記蓄圧室に燃料を
噴射する燃料噴射弁とよりなることを特徴とする請求項
１記載の副燃焼室付き火花点火式内燃機関。2. The fuel injection device according to claim 1, wherein the fuel injection means is a fuel-air mixture injection means, the fuel-air mixture injection means being adjacent to the auxiliary combustion chamber and being filled with pressurized air; 2. A spark ignition type internal combustion engine with a sub-combustion chamber according to claim 1, further comprising an on-off valve for opening and closing the chamber so as to open and close freely, and a fuel injection valve for injecting fuel into the accumulator chamber.
って指向した噴射手段とともに該シリンダ孔中心線上に
直列に配置され、前記主燃焼室は、前記シリンダ孔中心
線から側方へ偏心して配設されたことを特徴とする請求
項１または請求項２記載の副燃焼室付き火花点火式内燃
機関。3. The sub-combustion chamber is arranged in series on the cylinder hole center line together with injection means directed along the cylinder hole center line, and the main combustion chamber is biased laterally from the cylinder hole center line. The spark ignition type internal combustion engine with a sub-combustion chamber according to claim 1 or 2, wherein the spark ignition type internal combustion engine is arranged in a centered manner.
通開口の中心は、該主燃焼室および副燃焼室の中心を結
ぶ線上に略位置し、該連通開口は、前記主燃焼室−副燃
焼室中心線に対し略直角に向いていることを特徴とする
請求項３記載の副燃焼室付き火花点火式内燃機関。4. A center of a communication opening communicating the main combustion chamber and the sub-combustion chamber is substantially located on a line connecting the centers of the main combustion chamber and the sub-combustion chamber, and the communication opening is provided in the main combustion chamber. The spark ignition type internal combustion engine with a sub-combustion chamber according to claim 3, wherein the internal combustion engine is oriented substantially perpendicular to the center line of the sub-combustion chamber.
あること特徴とする請求項１ないし請求項４いずれか記
載の副燃焼室付き火花点火式内燃機関。5. The spark ignition type internal combustion engine with an auxiliary combustion chamber according to claim 1, wherein said internal combustion engine is a two-cycle internal combustion engine.
Priority Applications (10)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9150380A JPH10325318A (en) | 1997-05-24 | 1997-05-24 | Spark ignition type internal combustion engine with subsidiary chamber |
| TW087105907A TW374826B (en) | 1997-05-23 | 1998-04-17 | Fuel injection internal combustion engine with sub-combustion chamber |
| CA002235653A CA2235653C (en) | 1997-05-23 | 1998-04-23 | Fuel injection internal combustion engine with sub-combustion chamber |
| IT98TO000425A ITTO980425A1 (en) | 1997-05-23 | 1998-05-20 | INTERNAL INJECTION COMBUSTION ENGINE WITH SUBCOMBUSTION CHAMBER |
| FR9806390A FR2763639B1 (en) | 1997-05-23 | 1998-05-20 | INTERNAL COMBUSTION ENGINE WITH FUEL INJECTION WITH SUB-COMBUSTION CHAMBER |
| US09/082,115 US6095111A (en) | 1997-05-23 | 1998-05-20 | Fuel injection internal combustion engine with sub-combustion chamber |
| CN98108338A CN1091214C (en) | 1997-05-23 | 1998-05-21 | Fuel injection internal combustion engine with sub-combustion chamber |
| CNB011118083A CN1227451C (en) | 1997-05-23 | 1998-05-21 | Fuel jet type internal combustion engine with secondary combustion chamber |
| AU68043/98A AU737759C (en) | 1997-05-23 | 1998-05-22 | Fuel injection internal combustion engine with sub-combustion chamber |
| US09/607,339 US6305346B1 (en) | 1997-05-23 | 2000-06-30 | Fuel injection internal combustion engine with sub-combustion chamber |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9150380A JPH10325318A (en) | 1997-05-24 | 1997-05-24 | Spark ignition type internal combustion engine with subsidiary chamber |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH10325318A true JPH10325318A (en) | 1998-12-08 |
Family
ID=15495741
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9150380A Pending JPH10325318A (en) | 1997-05-23 | 1997-05-24 | Spark ignition type internal combustion engine with subsidiary chamber |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH10325318A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006266261A (en) * | 2005-03-19 | 2006-10-05 | Man B & W Diesel Gmbh | Internal combustion engine and its fuel injection device |
-
1997
- 1997-05-24 JP JP9150380A patent/JPH10325318A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006266261A (en) * | 2005-03-19 | 2006-10-05 | Man B & W Diesel Gmbh | Internal combustion engine and its fuel injection device |
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