JPS58117315A - Combustion chamber for internal-combustion engine - Google Patents
Combustion chamber for internal-combustion engineInfo
- Publication number
- JPS58117315A JPS58117315A JP56118817A JP11881781A JPS58117315A JP S58117315 A JPS58117315 A JP S58117315A JP 56118817 A JP56118817 A JP 56118817A JP 11881781 A JP11881781 A JP 11881781A JP S58117315 A JPS58117315 A JP S58117315A
- Authority
- JP
- Japan
- Prior art keywords
- swirl
- combustion chamber
- main flow
- flow
- squish
- 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
- 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
-
- 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
- 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)
Abstract
Description
【発明の詳細な説明】 との発明は内燃機関の燃焼室に関する。[Detailed description of the invention] The invention relates to a combustion chamber for an internal combustion engine.
へりカルタイプスワールボートなどによって吸気流れに
スワールを与えるクエンチ作用抑止法、および、スキッ
シュエリアに起因するスキッシュ流によるクエンチ作用
抑止法は公知の技術である。A quench effect suppression method in which a swirl is applied to the intake flow using a helical type swirl boat or the like, and a quench effect suppression method using a squish flow caused by a squish area are well-known techniques.
ところが従来は、ヘリカルタイプスワールボートとスキ
ッシュエリアとを併用したときには、スキッシュエリア
においてスワールが減衰し、充分な燃焼改善効果が得ら
れないという問題があった。However, in the past, when a helical type swirl boat and a squish area were used together, there was a problem in that the swirl was attenuated in the squish area and a sufficient combustion improvement effect could not be obtained.
この発明はこのような従来の問題点を解消すべく創案さ
れたもので、スワールの効果とスキッシュ流との効果を
相乗的に作用させ得る燃焼室を提供することを目的とす
る。The present invention was devised to solve these conventional problems, and an object of the present invention is to provide a combustion chamber in which the effects of swirl and squish flow can act synergistically.
この発明に係る燃焼室は、吸気流れの主流を案内する燃
焼室の内壁面の曲率を充分大にして、吸気主流に大きな
曲率を与え、吸気流れの主流がスキッシュエリアから充
分離間した位置を通過するよウニシて、スワールへのス
キッシュエリアの影響を除去したものである。In the combustion chamber according to the present invention, the curvature of the inner wall surface of the combustion chamber that guides the main flow of the intake air is made sufficiently large to give the main flow of the intake air a large curvature, and the main flow of the intake air passes through a position sufficiently separated from the squish area. This removes the influence of the squish area on the swirl.
次にこの発明に係る内燃機関の燃焼室の一実施例を図面
に基づいて説明する。Next, one embodiment of the combustion chamber of the internal combustion engine according to the present invention will be described based on the drawings.
第１図〜第３図において、燃焼室１にはヘリカルタイプ
スワールボート２が接続され、吸気流れの主流Ｆにはス
ワールが与えられている。燃焼室１は、インテーク側口
球面３とイグゾース） ＩＩ＋凹球面４とによってくさ
び状に形成され、さらにこれらの凹球面３．４の連結部
における一側部には、点火プラグ（図示省略）を収納す
るためのプラグ部壁５が設けられている。1 to 3, a helical type swirl boat 2 is connected to the combustion chamber 1, and a swirl is applied to the mainstream F of the intake air flow. The combustion chamber 1 is formed into a wedge shape by an intake side mouth spherical surface 3 and an exhaust side concave spherical surface 4, and furthermore, a spark plug (not shown) is provided on one side of the connecting portion of these concave spherical surfaces 3.4. A plug wall 5 is provided for storage.
スワールボート２によってスワールが与えられた主流Ｆ
はプラグ部壁５に衝突するように燃焼室１内に流入し、
従って燃焼室１内では、プラグ部壁５がもつはら主流Ｆ
を案内する作用を為す。Mainstream F with swirl given by Swirl Boat 2
flows into the combustion chamber 1 so as to collide with the plug wall 5,
Therefore, in the combustion chamber 1, the main flow F
It acts as a guide.
プラグ部壁５は、充分大きな曲率の凹球−１とされ、主
流Ｆを大きな曲率で旋回させる。前記球面３．４の周囲
には、図中にハツチングを付して示すスキッシュエリア
６が設けられているが、プラグ部壁５で案内された主流
Ｆはその曲率が大であるため、スキッシュエリア６から
充分離間した位ｔｉｆｆ ｋ通過し得る。これによって
主流１゛のスワールのスキッシュエリア６による減衰が
防止され、スワールおよびスキッシュ流の両者による燃
焼改善が実埃される。The plug wall 5 is formed into a concave sphere-1 with a sufficiently large curvature, and causes the main flow F to turn with a large curvature. A squish area 6 is provided around the spherical surface 3.4, which is indicated by hatching in the figure, but since the main flow F guided by the plug wall 5 has a large curvature, the squish area tiff k can be passed a sufficient distance from 6. This prevents the swirl of the main stream 1 from being attenuated by the squish area 6, and improves combustion by both the swirl and the squish flow.
ここに主流Ｆは点火プラグ７の中心Ｏの近傍において、
シリンダヘッド端面Ｅに対して角度αの傾きを持つよう
に旋回され、実験的には、この角度αＣｄｅｇ ）を０
≦α≦３０の範囲に設定すべきことが判明している。ま
たこのような条件においては、充分大きなスキッシュエ
リア６を形成することができ、シリンダの横断面積をＡ
、スキッシュエリア６の面積をａとするとき、ａ≧０．
２Ａとし得ることが分っている。Here, the mainstream F is near the center O of the spark plug 7,
The cylinder head is rotated so that it has an inclination of an angle α with respect to the end surface E, and experimentally, this angle αCdeg) is 0.
It has been found that the value should be set within the range of ≦α≦30. Moreover, under such conditions, a sufficiently large squish area 6 can be formed, and the cross-sectional area of the cylinder can be reduced to A.
, when the area of the squish area 6 is a, a≧0.
It is known that it can be 2A.
さらに主流Ｆをプラグ部壁５で案内するためには、主０
１ル１がプラグ部壁５の凹球空間に円滑にｍ）・。Furthermore, in order to guide the main flow F by the wall 5 of the plug part, the main flow F is
1 smoothly into the concave spherical space of the plug wall 5 m).
入し、かつこの四球空間から円滑に流出する必要がある
が、この条件を滴定するためには、プラグ部壁５０頂而
８に、外方に向って角度θの傾きケ与え、この角層θ［
ｄｅｇ）をＯ≦θ≦３０の範囲に設定すべきである。In order to titrate this condition, the plug wall 50 must be tilted outward at an angle θ, and this stratum corneum must flow smoothly. θ[
degree) should be set in the range O≦θ≦30.
第４図は燃費率［ｒ／ｐｓｈ）とＮＯｘ排気叶〔ｒ／ｐ
ｓｈ）との関係を、エンジン回転数１８００（ｒｐｍ）
、エンジン出力上ルク４（ｋｒ−ｍ）の条件において求
めたものであシ、曲線Ｉはこの実施例の実験データ、曲
１３ ｍはスキッシュレスチャンバとスワールポートと
の組合せにおける実験データ、ｌ’１ｉｌｔｌｌｌハス
キンシュレスチャンバとストレートボートとの組合せに
おける実験データを示す。Figure 4 shows the fuel efficiency rate [r/psh] and the NOx exhaust rate [r/psh].
sh), engine speed 1800 (rpm)
, curve I is the experimental data for this example, curve 13m is the experimental data for the combination of squishless chamber and swirl port, l' Figure 2 shows experimental data for a combination of a 1iltll Haskin Schless chamber and a straight boat.
また各曲線１、■、■ｌの各点におけるＥＧＲ率は次表
のとおシである。Furthermore, the EGR rates at each point of each curve 1, ■, ■l are as shown in the following table.
第４図から分るように、この実施例では、ＥＧｉ＜率を
高めたときにも燃費率が良好であり、曲線■、■の条件
に比較してはるかに燃焼が改善されていることが分る。As can be seen from Fig. 4, in this example, the fuel efficiency is good even when the EGi< ratio is increased, and combustion is much improved compared to the conditions of curves ■ and ■. I understand.
ここにＥＧＲ率１５〔％〕のときの曲線ｒ、ｉｔの燃費
率の差、および曲線■、■の燃費率の差はそれぞれ４〔
％〕であった。Here, the difference in fuel efficiency of curves r and it when the EGR rate is 15 [%], and the difference in fuel efficiency of curves ■ and ■ are 4 [%], respectively.
%〕Met.
第３図に示すようにこの実施例のスキッシュエリア６に
は、シリンダ中央に向って角波βの上り勾配が与えられ
ているが、第５１メ１の変形例のように、スキッシュエ
リア６を水平に形成しても１０′Ｊ＆３の効果を得るこ
とができる。さらに第６図に示す変形・１り１（のよう
にピストンの」二面に逆台形状の四楯１０を形成したも
のについても同様の効果を得ることができる。As shown in FIG. 3, the squish area 6 of this embodiment is given an upward slope of the angular wave β toward the center of the cylinder. Even if it is formed horizontally, the effect of 10'J&3 can be obtained. Furthermore, the same effect can be obtained with a modification shown in FIG. 6 in which four inverted trapezoidal shields 10 are formed on the two sides of the piston.
前述のとおシ、この発明に係る燃焼室は、吸気流れの主
流を案内する燃焼室の内壁面の曲率を充分大にして、吸
気主流に大きな曲率を与え、吸気流れの主流がスキッシ
ュエリアから充分離間した位置を通過するようにして、
スワールへのスキッシュエリアの影響を除去したので、
スワールの効果とスキッシュ流との効果を相乗的に作用
させイ（するという優れた効果を有する。As mentioned above, in the combustion chamber according to the present invention, the curvature of the inner wall surface of the combustion chamber that guides the mainstream of the intake air flow is made sufficiently large to give the mainstream of the intake air a large curvature, and the mainstream of the intake air flows sufficiently from the squish area. so as to pass through distant locations,
Since we have removed the effect of the squish area on the swirl,
It has an excellent effect of synergistically combining the swirl effect and the squish flow effect.
第１図はこの発明に係る燃焼室の一実施例を示す平面図
、第２図は第１図の■−■矢視線に沿う断面図、第３図
は第１図の１ｌｌ−ｉｌｌ矢視線に沿う断面図、第４図
は燃費率とＮＯｘ排気奮との関係を示すグラフ、第５図
は同実施例の変形例を示す第３図と同様の断面図である
。
なお図中同一あるいは相当部分には同一符号を付して示
しである。
１・・・燃焼室、
２・・・ヘリカルタイプスワールボート、３・・インテ
ーク側凹球面、
４・・・イブジースト側口球面、
５・・プラグ部壁、
６・・・スキッシュエリア、
７・・・点火プラグ、
８・・・］月面。
代理人 鵜 沼 辰 之
（ほか２名）
（７）
＝１０１
特許庁長官 殿
１．事件の表示
昭和５６年 特許願 第１１８８１７ 号２、発明の名
称
内燃機関の燃焼室
３、補正をする者
事件との関係 特許出願人
名称（５２０））ヨタ自動車株式会社
４、代理人
補正の対象
明細書の図面の簡単な説明の＠。
８、補正の内容
別紙のとおり。
以 上
４、図面の簡単な説明
第１図はこの発明に係る燃焼室の一実施例を示す平面図
、第２図は第１図のＩＩ −ＩＩ矢視線に沿う断面Ｍ１
第３図は第１図のｉｌ’［−Ｉｆｆ矢況線に浴う断面図
、第４図は燃費率とＮＯ〕（排気量との関係を示すグラ
フ、第５図は同実施例の変形例を示す第３図と同様の断
面図、第６図はさらに他の変形例を示す第３図と同様の
断面図である−２
なお図中同一あるいは相当部分には同一符号を付して示
しである。
１・・・燃焼室、
２・・・ヘリカルタイシスワールポート、３・・・イン
テーク側凹球面、
４・・・イブジースト側口球面、
５・・・プラグ部壁、
６・・・スキッシュエリア、
７・・・点火プラグ、
８・・・頂面、 １０・・・凹所。
代理人 鵜 沼 辰 之
（ほか２名）FIG. 1 is a plan view showing an embodiment of a combustion chamber according to the present invention, FIG. 2 is a cross-sectional view taken along the line of the arrow ■-■ in FIG. 1, and FIG. 3 is a line of the arrow 1ll-ill in FIG. FIG. 4 is a graph showing the relationship between fuel efficiency and NOx exhaust emissions, and FIG. 5 is a sectional view similar to FIG. 3 showing a modification of the same embodiment. In the drawings, the same or corresponding parts are designated by the same reference numerals. DESCRIPTION OF SYMBOLS 1... Combustion chamber, 2... Helical type swirl boat, 3... Concave spherical surface on the intake side, 4... Spherical surface on the Ibujeist side mouth, 5... Plug wall, 6... Squish area, 7...・Spark plug, 8...] Lunar surface. Agent Tatsuyuki Unuma (and 2 others) (7) = 101 Commissioner of the Japan Patent Office 1. Display of the case 1982 Patent Application No. 118817 2, Name of the invention Combustion chamber of internal combustion engine 3, Person making the amendment Relationship to the case Patent applicant name (520)) Yota Motor Co., Ltd. 4, Subject of amendment by agent @ for a brief explanation of the drawings in the specification. 8. Details of the amendments are as shown in the attached sheet. 4. Brief description of the drawings FIG. 1 is a plan view showing an embodiment of the combustion chamber according to the present invention, and FIG. 2 is a cross section M1 taken along the line II-II of FIG.
Fig. 3 is a cross-sectional view taken along the il'[-Iff curve in Fig. 1, Fig. 4 is a graph showing the relationship between fuel efficiency and NO] (displacement, and Fig. 5 is a modification of the same example. Fig. 6 is a sectional view similar to Fig. 3 showing another modification, and Fig. 6 is a sectional view similar to Fig. 3 showing another modification. 1... Combustion chamber, 2... Helical titanic swirl port, 3... Concave spherical surface on the intake side, 4... Spherical surface on the Ibujeist side mouth, 5... Plug wall, 6... Squish Area, 7...Spark plug, 8...Top surface, 10...Recess. Agent: Tatsuyuki Unuma (and 2 others)
Claims (1)
スキッシュエリアから充分離間した位置を通過するよう
に、吸気流れの主流を案内するだめの燃焼室の内壁面の
曲率を充分大にしであることを特徴とする内燃機関の燃
焼室。(1) The curvature of the inner wall surface of the combustion chamber that guides the main flow of the intake air flow should be made sufficiently large so that the main flow of the intake air IA1 in the cylinder passes through a position sufficiently far away from the squish area. Characteristics of the combustion chamber of an internal combustion engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56118817A JPS58117315A (en) | 1981-07-29 | 1981-07-29 | Combustion chamber for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56118817A JPS58117315A (en) | 1981-07-29 | 1981-07-29 | Combustion chamber for internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58117315A true JPS58117315A (en) | 1983-07-12 |
| JPH0362886B2 JPH0362886B2 (en) | 1991-09-27 |
Family
ID=14745867
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56118817A Granted JPS58117315A (en) | 1981-07-29 | 1981-07-29 | Combustion chamber for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58117315A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5598820A (en) * | 1995-05-09 | 1997-02-04 | Edelbrock Corporation | Cylinder head for four stroke internal combustion engine |
| WO2011154631A1 (en) | 2010-06-09 | 2011-12-15 | Renault S.A.S. | Spark-ignition internal combustion engine |
| JP2014173498A (en) * | 2013-03-08 | 2014-09-22 | Suzuki Motor Corp | Combustion chamber structure of internal combustion engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS52134906A (en) * | 1976-05-04 | 1977-11-11 | Mazda Motor Corp | Engine cylinder head construction |
-
1981
- 1981-07-29 JP JP56118817A patent/JPS58117315A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS52134906A (en) * | 1976-05-04 | 1977-11-11 | Mazda Motor Corp | Engine cylinder head construction |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5598820A (en) * | 1995-05-09 | 1997-02-04 | Edelbrock Corporation | Cylinder head for four stroke internal combustion engine |
| WO2011154631A1 (en) | 2010-06-09 | 2011-12-15 | Renault S.A.S. | Spark-ignition internal combustion engine |
| JP2014173498A (en) * | 2013-03-08 | 2014-09-22 | Suzuki Motor Corp | Combustion chamber structure of internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0362886B2 (en) | 1991-09-27 |
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