JPS59108863A - Direct injection type internal-combustion engine - Google Patents
Direct injection type internal-combustion engineInfo
- Publication number
- JPS59108863A JPS59108863A JP57218833A JP21883382A JPS59108863A JP S59108863 A JPS59108863 A JP S59108863A JP 57218833 A JP57218833 A JP 57218833A JP 21883382 A JP21883382 A JP 21883382A JP S59108863 A JPS59108863 A JP S59108863A
- Authority
- JP
- Japan
- Prior art keywords
- nozzle
- fuel
- combustion chamber
- cylinder
- direct injection
- 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
- F02F3/00—Pistons
- F02F3/26—Pistons having combustion chamber in piston head
-
- 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
-
- 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
- F02B2023/102—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 spark plug being placed offset the cylinder centre axis
-
- 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
-
- 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)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【発明の詳細な説明】
（１）技術分野
この発明は、燃焼室内に安定した層状混合気を生成し燃
焼性能の向上を図った直接噴射式内燃機関に関する。DETAILED DESCRIPTION OF THE INVENTION (1) Technical Field The present invention relates to a direct injection internal combustion engine that generates a stable stratified mixture within a combustion chamber and improves combustion performance.
〔２〕従来技術
従来の直接噴射式内燃機関としては、例えば第１図に示
すようなもの（ＳＡＥ ｐａｐｅｒ７２００５２号参
照）が知られている。この内燃機関を第１図に基づいて
説明すると、１は燃焼室であり、この燃焼室１はシリン
ダブロック２とシリンダブロック２に形成されたシリン
ダ孔３内を摺動するピストン４とシリンダブロック２の
上端に固定されたシリンダヘッド５とにより画成されて
いる。６は燃料噴射量および燃料噴射時期が電子制御さ
れる電子制御式の燃料噴射ノズルであり、燃料噴射ノズ
ル６はノズルホルダ７によってシリンダヘッド５に取り
付けられている。この燃料噴射ノズル６はシリンダヘッ
ド５に配設されている図示していない吸気バルブおよび
排気バルブとの干渉を回避するために、燃焼室１の中心
軸線Ｃ（シリンダ孔３の中心軸線と一致している）から
燃焼室１の周方向に離隔するとともに、この中心軸線Ｃ
に対して所定角度だけ傾斜してシリンダへラド５に取り
付けられている。また、燃料噴射ノズル６は燃焼室１に
突出しその先端に噴孔８が形成された外開き型の第１ノ
ズル９と、電子制御式（Ｌジェトロニック式）の第２ノ
ズル１０とからなり、これらの第１ノズル９と第２ノズ
ル１０とはノズルホルダ７およびアダプタ１１によって
一体形に組み立てられている。なお、１２はシリンダヘ
ッドに取り付けられた点火プラグである。[2] Prior Art As a conventional direct injection internal combustion engine, for example, the one shown in FIG. 1 (see SAE paper No. 720052) is known. To explain this internal combustion engine based on FIG. 1, 1 is a combustion chamber, and this combustion chamber 1 includes a cylinder block 2, a piston 4 that slides in a cylinder hole 3 formed in the cylinder block 2, and a cylinder block 2. The cylinder head 5 is fixed to the upper end of the cylinder head 5. Reference numeral 6 denotes an electronically controlled fuel injection nozzle in which the fuel injection amount and fuel injection timing are electronically controlled, and the fuel injection nozzle 6 is attached to the cylinder head 5 by a nozzle holder 7. This fuel injection nozzle 6 is aligned with the central axis C of the combustion chamber 1 (coinciding with the central axis of the cylinder hole 3) to avoid interference with intake valves and exhaust valves (not shown) disposed in the cylinder head 5. ) in the circumferential direction of the combustion chamber 1, and this central axis C
The rod 5 is attached to the cylinder at a predetermined angle. Further, the fuel injection nozzle 6 consists of an outward-opening first nozzle 9 that protrudes into the combustion chamber 1 and has a nozzle hole 8 formed at its tip, and an electronically controlled (L-Jetronic type) second nozzle 10. These first nozzle 9 and second nozzle 10 are integrally assembled by a nozzle holder 7 and an adapter 11. Note that 12 is a spark plug attached to the cylinder head.
このような直接噴射式内燃機関は、電子制御される第２
ノズル１０より所定燃圧の燃料が第１ノズル９に供給さ
れると、この燃料の燃圧によって第１ノズル９の噴孔８
が開弁し燃料が燃焼室１内に直接噴射される。そして、
燃料は燃焼室１に吸入された空気と混合された後点火プ
ラグ１２によって点火されて燃焼が爆発的に行われる。Such a direct injection internal combustion engine uses an electronically controlled secondary
When fuel at a predetermined fuel pressure is supplied from the nozzle 10 to the first nozzle 9, the fuel pressure of this fuel causes the nozzle hole 8 of the first nozzle 9 to be
The valve opens and fuel is injected directly into the combustion chamber 1. and,
After the fuel is mixed with the air taken into the combustion chamber 1, it is ignited by the spark plug 12 to cause explosive combustion.
しかしながら、このような従来の直接噴射式内燃機関に
あっては、燃料噴射ノズル６が燃焼室１の中心軸線Ｃか
ら燃焼室１の周方向に離隔するとともに、この中心軸線
Ｃに対して傾斜して設けられていたため、噴孔８から噴
射される燃料噴霧が点火プラグ１２から離れた部分に偏
在し燃焼室１内に均一な混合気が生成されず、また燃料
噴霧の一部がシリンダへラド５に直接衝突するという現
象があった。その結果、燃焼性能が悪化し、排気ガス中
のスモークや未燃ＨＣが増加するのみならず、燃費が悪
化するという問題点があった。However, in such a conventional direct injection internal combustion engine, the fuel injection nozzle 6 is spaced apart from the central axis C of the combustion chamber 1 in the circumferential direction of the combustion chamber 1 and is inclined with respect to the central axis C. As a result, the fuel spray injected from the nozzle hole 8 is unevenly distributed in the part away from the spark plug 12, and a uniform air-fuel mixture is not generated in the combustion chamber 1. Also, a part of the fuel spray is radiated into the cylinder. There was a phenomenon of direct collision with 5. As a result, there are problems in that combustion performance deteriorates, smoke and unburned HC in exhaust gas increase, and fuel efficiency deteriorates.
〔３〕発明の目的
この発明は、燃料噴射ノズルを分割し燃焼室に燃料を噴
射する第１ノズルのみを燃焼室の中心軸線付近に配設す
ることにより、燃料室中心軸線に対し軸対称に燃料を噴
射し、燃焼効率を向上させることを目的としている。[3] Purpose of the Invention This invention divides the fuel injection nozzle and arranges only the first nozzle that injects fuel into the combustion chamber near the central axis of the combustion chamber, thereby making the fuel injection nozzle axially symmetrical with respect to the central axis of the fuel chamber. The purpose is to inject fuel and improve combustion efficiency.
〔４〕発明の構成
この発明による直接噴射式内燃機関は、シリンダ孔の形
成されたシリンダブロックと、シリンダ孔内に摺動自在
に収納されたピストンと、シリンダブロックの上端に固
定されシリンダブロックとピストンとにより燃焼室を画
成するシリンダヘッドと、シリンダヘッドに取り付けら
れ燃焼室に燃料を噴射する燃料噴射ノズルと、を備えた
直接噴射式内燃機関において、前記燃料噴射ノズルを燃
焼室に燃料を噴射する第１ノズルと、第１ノズルに所定
燃圧の燃料を供給する第２ノズルとに分割し、該第１ノ
ズルを燃焼室の中心軸線付近に配設するとともに第１ノ
ズルと第２ノズルとを燃料通路により連通ずることによ
り、燃焼室に良好な層状混合気を生成するものである。[4] Structure of the Invention The direct injection internal combustion engine according to the present invention includes a cylinder block in which a cylinder hole is formed, a piston that is slidably housed in the cylinder hole, and a cylinder block that is fixed to the upper end of the cylinder block. In a direct injection internal combustion engine, the engine includes a cylinder head that defines a combustion chamber with a piston, and a fuel injection nozzle attached to the cylinder head that injects fuel into the combustion chamber. The first nozzle is divided into a first nozzle for injecting fuel and a second nozzle for supplying fuel at a predetermined fuel pressure to the first nozzle. By communicating the two through the fuel passage, a good stratified mixture is generated in the combustion chamber.
〔５〕実施例 以下、この発明を図面に基づいて説明する。[5] Examples The present invention will be explained below based on the drawings.
第２．３図はこの発明の第１実施例を示す図である。ま
ず構成を説明すると、２１はシリンダブロックを示し、
このシリンダブロック２１にはシリンダ孔２２が形成さ
れている。また、シリンダブロック２１の上端にはシリ
ンダヘッド２３が固定されている。シリンダ孔２２内に
はピストン２４が摺動自在に収納されており、ピストン
Ｕはシリンダブロック２１およびシリンダへラド％とと
もに燃焼室５を画成している。シリンダヘッド詔には第
３図に示すように燃焼室δと連通する吸気ボート２６お
よび排気ポート２７がそれぞれ形成されており、これら
の吸気ボート２６および排気ポート２７の燃焼室５への
開口部には図示していない吸気バルブおよび排気バルブ
がそれぞれ取り付りられている。また、シリンダヘッド
詔には燃焼室器に燃料を噴射する燃料噴射ノズル２８が
取り付けられており、燃料噴射ノズルＵは燃焼室５に燃
料を噴射する第１ノズル２９と、第１ノズル２９に所定
燃圧の燃料を供給する電子制御式（Ｌジェトロニック式
）の第２ノズル（資）と、第１ノズル２９と第２ノズル
３０とを連通ずる燃料通路３１と、に分割されて構成さ
れている。FIG. 2.3 is a diagram showing a first embodiment of the present invention. First, to explain the configuration, 21 indicates a cylinder block,
This cylinder block 21 has a cylinder hole 22 formed therein. Further, a cylinder head 23 is fixed to the upper end of the cylinder block 21. A piston 24 is slidably housed in the cylinder hole 22, and the piston U defines a combustion chamber 5 together with the cylinder block 21 and the cylinder. As shown in FIG. 3, an intake boat 26 and an exhaust port 27 that communicate with the combustion chamber δ are formed in the cylinder head cover, respectively. An intake valve and an exhaust valve (not shown) are respectively attached. Further, a fuel injection nozzle 28 for injecting fuel into the combustion chamber is attached to the cylinder head arm, and the fuel injection nozzle U includes a first nozzle 29 for injecting fuel into the combustion chamber 5, and a predetermined position in the first nozzle 29. It is divided into an electronically controlled (L-Jetronic type) second nozzle (capital) that supplies fuel at fuel pressure, and a fuel passage 31 that communicates the first nozzle 29 and the second nozzle 30. .
第１ノズル２９は燃焼室６の中心軸線Ｃ（シリンダ孔２
２の中心軸線と一致している）上に延在するようにシリ
ンダヘッド詔に穿設されその下端が燃焼室５に開口する
ノズル孔３２と、燃焼室２５に突出しその先端に噴孔３
３が形成されてノズル孔３２内に収納される外開き式の
弁体３４と、により構成されている。すなわち、第１ノ
ズル２９は第２ノズル３０に比してその形状が小さく吸
気パルプおよび排気バルブとの干渉を容易に回避して、
燃焼室部の中心軸線Ｃ上に配設されている。The first nozzle 29 is connected to the central axis C of the combustion chamber 6 (the cylinder hole 2
A nozzle hole 32 is formed in the cylinder head so as to extend upward (coinciding with the central axis of the combustion chamber 25), and the lower end thereof opens into the combustion chamber 5.
3 and an outward-opening type valve body 34 which is housed in the nozzle hole 32. That is, the first nozzle 29 has a smaller shape than the second nozzle 30 and can easily avoid interference with the intake pulp and the exhaust valve.
It is arranged on the central axis C of the combustion chamber.
なお、弁体３４はその先端部にねじ部が形成されたノズ
ルホルダ３５によってノズル孔３２に頓着されている。Note that the valve body 34 is fixed to the nozzle hole 32 by a nozzle holder 35 having a threaded portion formed at its tip.
第１ノズル２９はその噴孔３３を常時外方から（すなわ
ち、燃焼室四側から）閉弁しており、第１ノズル２９内
部に（ノズル孔３２内に）所定燃圧以上の燃料が供給さ
れたとき噴孔３３を開弁し、燃焼室５に燃料を噴射する
。一方、第２ノズル３０は第１ノズル２９に比してその
形状が大きくシリンダヘッド２３上に配設されている吸
、排気バルブとの干渉を回避するために、第１ノズル２
９から離隔し、すなわち燃焼室５の中心軸線Ｃから燃焼
室δの周方向に離隔し、さらにその中心軸線Ｃに対して
所定角度調料してシリンダヘッド２３に取り付けられて
いる。前述したように第２ノズル３０は燃料通路３１を
介して所定燃圧の燃料を第１ノズル２９に供給するもの
で、その燃料の供給時期および供給量は機関負荷に応じ
て第２ノズル３０を電子制御することにより行われる。The first nozzle 29 always closes its nozzle hole 33 from the outside (that is, from the four sides of the combustion chamber), and fuel at a predetermined fuel pressure or higher is supplied to the inside of the first nozzle 29 (into the nozzle hole 32). When this occurs, the injection hole 33 is opened and fuel is injected into the combustion chamber 5. On the other hand, the second nozzle 30 has a larger shape than the first nozzle 29 and is designed to avoid interference with the intake and exhaust valves disposed on the cylinder head 23.
9, that is, from the central axis C of the combustion chamber 5 in the circumferential direction of the combustion chamber δ, and is attached to the cylinder head 23 at a predetermined angle with respect to the central axis C. As mentioned above, the second nozzle 30 supplies fuel at a predetermined fuel pressure to the first nozzle 29 via the fuel passage 31, and the timing and amount of fuel to be supplied are determined by electronically controlling the second nozzle 30 according to the engine load. It is done by controlling.
第１ノズル２９と第２ノズル３０とを連通ずる燃料通路
３１はシリンダヘッド羽に形成されており、この燃料通
路３１はまずシリンダヘッド２３の外周面から第２ノズ
ル３０の先端部を通り第１ノズル２９までの間シリンダ
ヘッド２３に孔３６を穿没し、次いでこの孔３６のシリ
ンダヘッド詔の外周面と第２ノズル３０の間（第２図中
Ａ部分）を寒くことにより容易に形成することができる
。A fuel passage 31 that communicates between the first nozzle 29 and the second nozzle 30 is formed in the cylinder head vane, and this fuel passage 31 first passes from the outer peripheral surface of the cylinder head 23 through the tip of the second nozzle 30 to the first nozzle. A hole 36 is drilled in the cylinder head 23 up to the nozzle 29, and then the hole 36 is easily formed between the outer peripheral surface of the cylinder head sleeve and the second nozzle 30 (portion A in FIG. 2) by keeping it cold. be able to.
なお、３７はシリンダヘッド２３に取り付けられその先
端部が燃焼室２５に突出する点火プラグである。Note that 37 is an ignition plug that is attached to the cylinder head 23 and whose tip protrudes into the combustion chamber 25.
次に作用を説明する。機関負荷に応じた所定噴射時期に
第２ノズル３０から所定燃圧の燃料が燃料通路３１を介
して第１ノズル２９に供給されると、この燃料の燃圧に
よって第１ノズル２９の噴孔３３が開弁し燃料が燃焼室
２５内に直接噴射される。このとき、第１ノズル２９は
燃焼室２５の中心軸線Ｃ上の燃焼室５上部に設けられて
いることから、第１ノズル２９から噴射される燃料噴霧
は燃焼室２５の中心軸線Ｃに対して軸対称となり噴霧の
一部が従来のようにシリンダヘッド２３に直接衝撃する
、あるいは燃焼室２５の下方に散乱するようなことはな
い。また、燃料噴霧はスワールによって安定した略円錐
形状の噴霧流となって吸入空気と十分に混合される。さ
らに、燃料が燃焼室δの中央上部から噴射されることか
ら、燃焼室２５内にはその上部が濃く （すなわち、点
火プラグ３７の位置する側が濃く）下部に向かって順次
薄くなる、いわゆる層状混合気が生成される。したがっ
て、この混合気が点火プラグ３７によって点火されると
、混合気は極めて良好に爆発燃焼しスモークや未燃ＨＣ
の発生を低減することができるとともに燃費の向上を図
ることができる。Next, the action will be explained. When fuel at a predetermined fuel pressure is supplied from the second nozzle 30 to the first nozzle 29 via the fuel passage 31 at a predetermined injection timing depending on the engine load, the fuel pressure of this fuel causes the injection hole 33 of the first nozzle 29 to open. Fuel is injected directly into the combustion chamber 25. At this time, since the first nozzle 29 is provided above the combustion chamber 5 on the central axis C of the combustion chamber 25, the fuel spray injected from the first nozzle 29 is relative to the central axis C of the combustion chamber 25. Due to the axial symmetry, a part of the spray does not directly impact the cylinder head 23 or scatter below the combustion chamber 25 as in the conventional case. Further, the fuel spray becomes a stable substantially conical spray stream due to the swirl, and is sufficiently mixed with the intake air. Furthermore, since the fuel is injected from the upper center of the combustion chamber δ, the fuel in the combustion chamber 25 is rich in the upper part (i.e., richer on the side where the spark plug 37 is located) and gradually becomes thinner toward the lower part, so-called stratified mixture. Qi is generated. Therefore, when this air-fuel mixture is ignited by the spark plug 37, it explodes and burns extremely well, producing smoke and unburned HC.
It is possible to reduce the occurrence of , and also to improve fuel efficiency.
第４図はこの発明の第２実施例を示す図であり、この発
明を２点着火の直接噴射式内燃機関に適用したものであ
る。この実施例では、第１の点火プラグ３７の他に第２
の点火プラグ４１が燃焼室２５の中心軸線Ｃに対して第
１の点火プラグ３７と軸対称な位置に取り付けられ、ま
た第１ノズル２９に比してその形状が大きい第２ノズル
４２は第１ノズル２９から離隔して、すなわち燃焼室２
５の中心軸線Ｃから燃焼室２５の周方向に離隔すること
によりシリンダヘッド２３に配設されている吸、排気バ
ルブおよび点火プラグ３７を回避して第２の点火プラグ
４１の位置する側のシリンダヘッド２３の側面に取り付
けられている。さらに、第１ノズル２９と第２ノズル４
２とを連通ずる燃料通路４３が第２の点火プラグ４１と
干渉しないように、シリンダヘッド２３に形成されてい
る。FIG. 4 is a diagram showing a second embodiment of the present invention, in which the present invention is applied to a two-point ignition direct injection internal combustion engine. In this embodiment, in addition to the first spark plug 37, a second spark plug
The spark plug 41 is installed at a position axially symmetrical to the first spark plug 37 with respect to the central axis C of the combustion chamber 25, and the second nozzle 42, which is larger in shape than the first nozzle 29, is attached to the first spark plug 37. spaced apart from the nozzle 29, i.e. the combustion chamber 2
5, the cylinder on the side where the second spark plug 41 is located, avoiding the intake and exhaust valves and the spark plug 37 arranged in the cylinder head 23 by being spaced apart in the circumferential direction of the combustion chamber 25 from the central axis C of the cylinder head 23. It is attached to the side of the head 23. Furthermore, the first nozzle 29 and the second nozzle 4
A fuel passage 43 communicating with the second spark plug 41 is formed in the cylinder head 23 so as not to interfere with the second spark plug 41.
したがって、この実施例においては前記実施例と同様の
作用効果を有する他に、燃焼室５の中心軸線Ｃに対して
軸対称となる層状混合気が同じくその中心軸線Ｃに対し
て軸対称に配設された２本の点火プラグ３７．４１によ
って点火されるごとから、従来の２点着火機関以上にそ
の燃焼性能が高められる。すなわち、混合気の燃焼性が
一層向上し機関出力が高められるとともに、より希薄な
混合気まで運転が可能となり燃費を一段と向上させるこ
とができる。Therefore, in this embodiment, in addition to having the same effect as the previous embodiment, the stratified air-fuel mixture which is axially symmetrical with respect to the central axis C of the combustion chamber 5 is also arranged axially symmetrically with respect to the central axis C. Since the engine is ignited by the two installed spark plugs 37 and 41, its combustion performance is improved more than that of a conventional two-point ignition engine. That is, the combustibility of the air-fuel mixture is further improved, the engine output is increased, and the engine can be operated with a leaner air-fuel mixture, thereby further improving fuel efficiency.
〔６〕効果
この発明によれば、燃料を燃焼室中心軸線に対し軸対称
に噴射することができ、燃焼効率を向上させることがで
きる。その結果、スモークの発生や未燃ＨＣの排出を低
減できるとともに、燃費を向上させることができる。[6] Effects According to the present invention, fuel can be injected axially symmetrically with respect to the central axis of the combustion chamber, and combustion efficiency can be improved. As a result, the generation of smoke and the emission of unburned HC can be reduced, and fuel efficiency can be improved.
また、第２実施例においては混合気の燃焼性が一層向上
し機関出力が高められるとともにより希薄な混合気まで
運転が可能となり燃費をさらに向上させることができる
。Further, in the second embodiment, the combustibility of the air-fuel mixture is further improved, the engine output is increased, and the engine can be operated with a leaner air-fuel mixture, thereby further improving fuel efficiency.
第１図は従来の直接噴射式内燃機関を示す概略断面図、
第２．３図はこの発明に係る直接噴射式内燃機関の第１
実施例を示す図であり、第２図はその概略断面図、第３
図は第２図の■−■概略矢視図、第４図はこの発明に係
る直接噴射式内燃機関の第２実施例を示す概略断面図で
ある。
２１−−−−−−シリンダブロック、
２２−−ｍ−・−シリンダ孔、
２３−−−−−シリンダヘッド、
２４−−−−−ピストン、
５−・−燃焼室、
２８−−一一一燃料噴射ノズル、
２９−−−−一第１ノズル、
３０．４２−・−・第２ノズル、
３１．４３−−−一−・燃料通路。
特許出願人 日産自動車株式会社代理人弁理
士 有我軍一部Figure 1 is a schematic sectional view showing a conventional direct injection internal combustion engine;
Figure 2.3 shows the first direct injection internal combustion engine according to the present invention.
FIG. 2 is a schematic sectional view of the embodiment, and FIG.
The figure is a schematic view taken along arrows 1--2 in FIG. 2, and FIG. 4 is a schematic sectional view showing a second embodiment of the direct injection internal combustion engine according to the present invention. 21-------Cylinder block, 22--m-.-Cylinder hole, 23-----Cylinder head, 24-----Piston, 5--Combustion chamber, 28--111 Fuel injection nozzle, 29-----1st nozzle, 30.42--2nd nozzle, 31.43-----1- Fuel passage. Patent Applicant: Nissan Motor Co., Ltd. Representative Patent Attorney: Arigagun Part
Claims (1)
孔内に摺動自在に収納されたピストンと、シリンダブロ
ックの上端に固定されシリンダブロックとピストンとに
より燃焼室を画成するシリンダヘッドと、シリンダヘッ
ドに取り付けられ燃焼室に燃料を噴射する燃料噴射ノズ
ルと、を備えた直接噴射式内燃機関において、前記燃料
噴射ノズルを燃焼室に燃料を噴射する第１ノズルと、第
１ノズルに所定燃圧の燃料を供給する第２ノズルとに分
割し、該第１ノズルを燃焼室の中心軸線付近に配設する
とともに第１ノズルと第２ノズルとを燃料通路により連
通したことを特徴とする直接噴射式内燃機関。A cylinder block in which a cylinder hole is formed, a piston that is slidably housed in the cylinder hole, a cylinder head that is fixed to the upper end of the cylinder block and defines a combustion chamber by the cylinder block and the piston, and A direct injection internal combustion engine comprising: a fuel injection nozzle attached to the combustion chamber for injecting fuel into the combustion chamber; a first nozzle for injecting fuel into the combustion chamber; A direct injection internal combustion engine, characterized in that the first nozzle is arranged near the central axis of the combustion chamber, and the first nozzle and the second nozzle are communicated through a fuel passage. .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57218833A JPS59108863A (en) | 1982-12-14 | 1982-12-14 | Direct injection type internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57218833A JPS59108863A (en) | 1982-12-14 | 1982-12-14 | Direct injection type internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59108863A true JPS59108863A (en) | 1984-06-23 |
Family
ID=16726051
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57218833A Pending JPS59108863A (en) | 1982-12-14 | 1982-12-14 | Direct injection type internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59108863A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0972917A1 (en) * | 1998-07-14 | 2000-01-19 | Konotech s.r.o. | Four stroke engine and method for operating such engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5720513A (en) * | 1980-07-11 | 1982-02-03 | Nissan Motor Co Ltd | Fuel supply device of internal combustion engine |
-
1982
- 1982-12-14 JP JP57218833A patent/JPS59108863A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5720513A (en) * | 1980-07-11 | 1982-02-03 | Nissan Motor Co Ltd | Fuel supply device of internal combustion engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0972917A1 (en) * | 1998-07-14 | 2000-01-19 | Konotech s.r.o. | Four stroke engine and method for operating such engine |
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