JPS6236130B2 - - Google Patents
Info
- Publication number
- JPS6236130B2 JPS6236130B2 JP56024364A JP2436481A JPS6236130B2 JP S6236130 B2 JPS6236130 B2 JP S6236130B2 JP 56024364 A JP56024364 A JP 56024364A JP 2436481 A JP2436481 A JP 2436481A JP S6236130 B2 JPS6236130 B2 JP S6236130B2
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- chamber
- nozzle
- sub
- main 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.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 claims description 74
- 230000002093 peripheral effect Effects 0.000 claims description 3
- 239000000446 fuel Substances 0.000 description 8
- 239000007789 gas Substances 0.000 description 8
- 230000006835 compression Effects 0.000 description 5
- 238000007906 compression Methods 0.000 description 5
- 239000000203 mixture Substances 0.000 description 5
- 230000015572 biosynthetic process Effects 0.000 description 4
- 238000002347 injection Methods 0.000 description 4
- 239000007924 injection Substances 0.000 description 4
- 230000007423 decrease Effects 0.000 description 3
- 238000001816 cooling Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000035515 penetration Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
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
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/08—Engines characterised by precombustion chambers the chamber being of air-swirl type
-
- 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)
Description
【発明の詳細な説明】
本発明は渦流室式機関の燃焼室の改善に関す
る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in the combustion chamber of a swirl chamber engine.
従来の渦流室式機関の副室噴口を第１図に示
す。図において、副燃焼室２はシリンダヘツド４
内に凹設されている。同副燃焼室２の構造は上部
が半球型、下部は円錐台のものあるいは円柱型の
もの等があるが、同図では下部が円錐台のものを
示す。副燃焼室２に燃料噴射弁５及び機関の始動
時に副燃焼室２内を予熱するグロープラグ６を必
要に応じて設置する。副燃焼室２は噴室噴口３を
介してピストン７頂面、シリンダ８、シリンダヘ
ツド４の下面から構成される主燃焼室１と連通し
ている。 Figure 1 shows the subchamber nozzle of a conventional swirl chamber engine. In the figure, the auxiliary combustion chamber 2 is connected to the cylinder head 4.
It is recessed inside. The structure of the auxiliary combustion chamber 2 includes a hemispherical upper part and a truncated conical or cylindrical lower part, but the figure shows a truncated conical lower part. A fuel injection valve 5 and a glow plug 6 for preheating the inside of the auxiliary combustion chamber 2 at the time of starting the engine are installed in the auxiliary combustion chamber 2 as necessary. The auxiliary combustion chamber 2 communicates with the main combustion chamber 1, which is comprised of the top surface of the piston 7, the cylinder 8, and the lower surface of the cylinder head 4, through the injection chamber nozzle 3.
機関運転時の圧縮行程で、ピストン７により主
燃焼室１内の空気が圧縮され副室噴口３を経て副
燃焼室２内に流入し渦流Ｓを生成する。副燃焼室
２内に流入した空気と、燃料噴射弁５から噴射さ
れる燃料との混合は、この渦流Ｓにより促進さ
れ、その後着火、燃焼する。副燃焼室２内の既
燃、未燃ガスは副室噴口３を通つて主燃焼室１内
に噴出し、ピストンに仕事をすると同時に、主燃
焼室１内の空気との混合、燃焼を行わしめる。 During the compression stroke during engine operation, air in the main combustion chamber 1 is compressed by the piston 7 and flows into the auxiliary combustion chamber 2 through the auxiliary chamber nozzle 3 to generate a vortex S. Mixing of the air that has flowed into the sub-combustion chamber 2 and the fuel injected from the fuel injection valve 5 is promoted by this vortex S, and then ignites and burns. The burnt and unburned gases in the sub-combustion chamber 2 are ejected into the main combustion chamber 1 through the sub-chamber nozzle 3 and work on the piston, and at the same time are mixed with the air in the main combustion chamber 1 and combusted. Close.
圧縮比を維持する都合上、特に小形機関では、
ピストン７の頂面とシリンダヘツド４の下面との
間隙が小さくなるため、副燃焼室２から主燃焼室
１へのガス噴出が、ピストン７の上写点近くで行
われる時、上記小間隙を噴流が高速で流れる。こ
のため、流動抵抗増大による噴流のペネトレーシ
ヨン（貫通）悪化（主燃焼室内混合気形成不
良）、主燃焼室１壁による火炎冷却により燃焼が
悪化し、熱損失も増大する。 In order to maintain the compression ratio, especially in small engines,
Since the gap between the top surface of the piston 7 and the bottom surface of the cylinder head 4 becomes small, when gas is ejected from the auxiliary combustion chamber 2 to the main combustion chamber 1 near the top of the piston 7, the small gap is The jet flows at high speed. As a result, jet penetration deteriorates due to increased flow resistance (poor mixture formation in the main combustion chamber), combustion deteriorates due to flame cooling by one wall of the main combustion chamber, and heat loss also increases.
この対策として、上記間隙の小さい上死点近傍
では、副燃焼室２から主燃焼室１へのガス噴流を
抑制するために副室噴口３を絞り、間隙の大きく
なる時期で拡大することが考えられる。例えば、
第２図に副室噴口３の最少噴口面積ｆnioのクラ
ンク角度変化を示すが、上死点近傍では、副室噴
口３の主燃焼室１側の開口端とピストン７の頂面
とで形成される周縁面積ｆcが最少となり、その
後主燃焼室間隙が増大すると、副室噴口３の通路
面積が最少となる。この最少噴口面積ｆnioは副
室噴口３の軸線角度θにより異なり、θの大きい
方が上死点近傍で絞られ、上記目的にかなつてい
る。なお、図中θi＜θjである。 As a countermeasure to this, it is considered that the sub-chamber nozzle 3 is throttled in order to suppress the gas jet flow from the sub-combustion chamber 2 to the main combustion chamber 1 near the top dead center where the gap is small, and expanded when the gap becomes large. It will be done. for example,
Fig. 2 shows the crank angle change in the minimum nozzle area f nio of the sub-chamber nozzle 3, which is formed by the opening end of the sub-chamber nozzle 3 on the main combustion chamber 1 side and the top surface of the piston 7 near top dead center. When the peripheral area f c becomes the minimum, and then the main combustion chamber gap increases, the passage area of the subchamber nozzle 3 becomes the minimum. This minimum nozzle area f nio varies depending on the axial angle θ of the sub-chamber nozzle 3, and the larger θ is narrowed near the top dead center, which satisfies the above purpose. Note that θ i <θ j in the figure.
そこで、第３図に副室噴口３の角度を大きく
し、かつ副燃焼室２内の混合気形成、燃焼を確保
するために、副燃焼室２内の渦流強さ、即ち圧縮
行程での副燃焼室２内への噴流Ｊの旋回半径ｒs
を維持した燃焼室を示す。この場合、副室噴口３
の主燃焼室１側の開口端がシリンダ軸心Ａ−Ａよ
り遠ざかるため（ｌが大きくなるため）、主燃焼
室１内の混合気形成、燃焼を確保するためには、
副室噴口３の通路面積を小さくし、噴流速度を大
きくせねばならず、副室噴口３の絞り損失が増大
し、燃費が悪化する。 Therefore, in order to increase the angle of the sub-chamber nozzle 3 and ensure mixture formation and combustion in the sub-combustion chamber 2, the vortex strength in the sub-combustion chamber 2, that is, the sub-combustion stroke in the compression stroke, is Turning radius r s of the jet J into the combustion chamber 2
This shows a combustion chamber that maintains In this case, the subchamber nozzle 3
Since the open end on the main combustion chamber 1 side of the main combustion chamber 1 is farther away from the cylinder axis A-A (because l becomes larger), in order to ensure mixture formation and combustion in the main combustion chamber 1,
The passage area of the pre-chamber nozzle 3 must be made smaller and the jet velocity must be increased, which increases the throttling loss of the pre-chamber nozzle 3 and worsens fuel efficiency.
第４図に示すように、副室噴口３の主燃焼室側
の開口端とシリンダ軸心Ａ−Ａとの距離を維持す
ると、副燃焼室２内への噴流Ｊの旋回半径ｒsが
小さくなり、渦流強さが低下するため、副燃焼室
２内の燃焼が悪化する。 As shown in Fig. 4, if the distance between the opening end of the sub-chamber nozzle 3 on the main combustion chamber side and the cylinder axis A-A is maintained, the turning radius r s of the jet J into the sub-combustion chamber 2 becomes small. As a result, the strength of the vortex flow decreases, and the combustion within the sub-combustion chamber 2 deteriorates.
本発明の目的は上記の点に着目し、ピストン７
の頂面とシリンダヘツド４の下面との間隙が小さ
くならざるをえない主燃焼室１内の燃焼を改善す
るために、上死点近傍では副燃焼室２から主燃焼
室１へのガス噴出を抑制するため、副室噴出３を
絞り、間隙の大きくなつた時期で拡大するが、こ
のとき、副室噴口３の主燃焼室側の開口端がシリ
ンダ軸心Ａ−Ａから遠ざかること及び副燃焼室２
内への噴流Ｊの旋回半径ｒsの減少を防ぐことの
できる副室噴口の形状を提供することであり、そ
の特徴とするところは、副室噴口３の主燃焼室１
側の開口端における軸線角度θ１を副燃焼室２側
の開口端における同角度θ２より大きくした彎曲
形副室噴口を備えたことである。 The purpose of the present invention is to focus on the above points, and to
In order to improve combustion in the main combustion chamber 1, where the gap between the top surface of the cylinder head and the bottom surface of the cylinder head 4 must be small, gas is ejected from the auxiliary combustion chamber 2 to the main combustion chamber 1 near top dead center. In order to suppress this, the sub-chamber jet 3 is throttled and expands when the gap becomes large, but at this time, the opening end of the sub-chamber nozzle 3 on the main combustion chamber side moves away from the cylinder axis A-A, and the sub-chamber jet 3 expands when the gap becomes large. Combustion chamber 2
The purpose of the present invention is to provide a shape of the pre-chamber nozzle that can prevent a decrease in the radius of gyration r s of the jet flow J into the main combustion chamber 1 of the pre-chamber nozzle 3.
It is provided with a curved sub-chamber nozzle whose axis angle θ 1 at the open end on the side is larger than the same angle θ 2 at the open end on the sub-combustion chamber 2 side.
本発明は副室式内燃機関一般に適用できる。 The present invention is applicable to subchamber type internal combustion engines in general.
以下図面を参照して本発明による実施例につき
説明する。 Embodiments of the present invention will be described below with reference to the drawings.
第５図は本発明による１実施例の噴室噴口を設
けた機関の要部を示す断面図である。 FIG. 5 is a cross-sectional view showing the main parts of an engine provided with a jet nozzle according to an embodiment of the present invention.
図において、１は主燃焼室、２は副燃焼室、３
は副室噴口、４はシリンダヘツド、５は燃料噴射
弁、６はグロープラグ、７はピストン、８はシリ
ンダ、Ａ−Ａはシリンダ軸心を示す。 In the figure, 1 is the main combustion chamber, 2 is the sub-combustion chamber, and 3 is the main combustion chamber.
4 is a subchamber nozzle, 4 is a cylinder head, 5 is a fuel injection valve, 6 is a glow plug, 7 is a piston, 8 is a cylinder, and A-A is a cylinder axis.
副燃焼室２の上部構造が半球型、下部が円錐台
で、副室噴口３の主燃焼室１側の開口端における
流出角度、即ち軸線の角度θ１を、副燃焼室２側
の開口端における同角度θ２より大きくしてい
る。そして、副室噴口３の主燃焼室１側の開口端
をシリンダ中心側に寄せている。 The upper structure of the auxiliary combustion chamber 2 is hemispherical, and the lower part is a truncated cone. The same angle θ 2 is made larger than that in . The opening end of the sub-chamber nozzle 3 on the main combustion chamber 1 side is moved toward the cylinder center.
上記構成の場合の作用、効果について述べる。 The functions and effects of the above configuration will be described.
本発明による副室噴口３とすることにより、圧
縮行程中、ピストン７による主燃焼室１内ガスの
圧縮により生ずる主燃焼室１内ガスの副燃焼室２
内への流入、即ち噴流Ｊの旋回半径ｒsが大きく
とれ、副燃焼室２内の燃料、空気の混合、燃焼が
うまく図られる。副燃焼室２から主燃焼室１への
ガス流出は、主燃焼室１間隙の小さい上死点近傍
では、副室噴口３が絞られているため抑制される
ので、主燃焼室１壁による火炎冷却が低減すると
共に、主燃焼室１内ガスの圧力上昇率も低減す
る。その後、主燃焼室１間隙が増大するにつれ副
室噴口３の面積が拡大されるため、流動抵抗減少
による噴流のペネトレーシヨン（貫通）増大で、
主燃焼室１内の混合気形成、燃焼が促進される。
更に副室噴口３の主燃焼室１側の開口端をシリン
ダ軸心に近づけることができるため、主燃焼室１
内の混合気形成がより短時間で実現され、燃焼が
促進する。 By using the auxiliary chamber nozzle 3 according to the present invention, the auxiliary combustion chamber 2 of the gas inside the main combustion chamber 1 generated by the compression of the gas inside the main combustion chamber 1 by the piston 7 during the compression stroke.
The inflow into the combustion chamber 2, that is, the turning radius r s of the jet J can be made large, and the mixing and combustion of fuel and air in the sub-combustion chamber 2 can be achieved effectively. Gas outflow from the auxiliary combustion chamber 2 to the main combustion chamber 1 is suppressed near the top dead center where the main combustion chamber 1 gap is small because the auxiliary chamber nozzle 3 is constricted. As the cooling is reduced, the rate of pressure rise of the gas within the main combustion chamber 1 is also reduced. After that, as the gap in the main combustion chamber 1 increases, the area of the subchamber nozzle 3 increases, so the penetration of the jet flow increases due to the decrease in flow resistance.
Air-fuel mixture formation and combustion within the main combustion chamber 1 are promoted.
Furthermore, since the opening end of the pre-chamber nozzle 3 on the main combustion chamber 1 side can be brought closer to the cylinder axis, the main combustion chamber 1
The mixture is formed in a shorter time, promoting combustion.
以上により、機関の燃費、排煙、騒音、熱損失
の低減が実現される。 As a result, engine fuel consumption, smoke exhaust, noise, and heat loss can be reduced.
第１図は従来の渦流室式機関の要部を示す断面
図、第２図ａは副室噴口の軸線角度θと周縁面積
ｆcを示す説明図、第２図ｂは噴室噴口最小面積
ｆnioとクランク角度との関係を示す線図、第３
図及び第４図は副室噴口の他の態様をそれぞれ示
す説明図、第５図は本発明による１実施例の噴室
噴口を設けた機関の要部を示す断面図である。
１……主燃焼室、２……副燃焼室、２……副室
噴口、４……シリンダヘツド、７……ピストン、
８……シリンダ。
Figure 1 is a sectional view showing the main parts of a conventional swirl chamber engine, Figure 2a is an explanatory diagram showing the axis angle θ and peripheral area f c of the subchamber nozzle, and Figure 2b is the minimum area of the nozzle in the jet chamber. Diagram showing the relationship between f nio and crank angle, 3rd
4 and 4 are explanatory views showing other aspects of the sub-chamber nozzle, respectively, and FIG. 5 is a cross-sectional view showing the main part of an engine provided with an ejection chamber nozzle according to an embodiment of the present invention. 1... Main combustion chamber, 2... Sub-combustion chamber, 2... Sub-chamber nozzle, 4... Cylinder head, 7... Piston,
8...Cylinder.
Claims (1)
主燃焼室側開口端とピストンの頂面とで形成され
る周縁面積fcが副室噴口通路面積よりも小さくな
る渦流室式機関において、上記渦流室式機関の主
燃焼室と副燃焼室とを連通する副室噴口を、同副
室噴口の軸線の上記主燃焼室側の開口端でのシリ
ンダ軸心に直角な平面とのなす角度をθ１とし、
上記副室噴口の軸線の上記副燃焼室側の開口端で
のシリンダ軸心に直角な平面とのなす角をθ２と
したとき、θ１＞θ２なる関係に彎曲して形成し
たことを特徴とする渦流室式機関の燃焼室。1. In a swirl chamber engine, when the piston is at the top dead center position, the peripheral area fc formed by the opening end of the pre-chamber nozzle on the main combustion chamber side and the top surface of the piston is smaller than the pre-chamber nozzle passage area, The angle between the sub-chamber nozzle that communicates the main combustion chamber and the auxiliary combustion chamber of the swirl chamber engine with a plane perpendicular to the cylinder axis at the opening end on the main combustion chamber side of the axis of the auxiliary chamber nozzle. Let θ 1 ,
When the angle between the axis of the sub-chamber nozzle and the plane perpendicular to the cylinder axis at the opening end on the sub-combustion chamber side is θ 2 , it is curved to satisfy the relationship θ 1 > θ 2 . The characteristic combustion chamber of a swirl chamber engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56024364A JPS57140516A (en) | 1981-02-23 | 1981-02-23 | Combustion chamber of swirl chamber type engines |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56024364A JPS57140516A (en) | 1981-02-23 | 1981-02-23 | Combustion chamber of swirl chamber type engines |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57140516A JPS57140516A (en) | 1982-08-31 |
| JPS6236130B2 true JPS6236130B2 (en) | 1987-08-05 |
Family
ID=12136135
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56024364A Granted JPS57140516A (en) | 1981-02-23 | 1981-02-23 | Combustion chamber of swirl chamber type engines |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS57140516A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5958118A (en) * | 1982-09-28 | 1984-04-03 | Mitsubishi Heavy Ind Ltd | Combustion chamber for antechamber type engine |
| JPS60153420A (en) * | 1984-01-21 | 1985-08-12 | Mitsubishi Heavy Ind Ltd | Combustion chamber of double cell type engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5327403A (en) * | 1976-08-26 | 1978-03-14 | King Record | Device for forming record |
-
1981
- 1981-02-23 JP JP56024364A patent/JPS57140516A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5327403A (en) * | 1976-08-26 | 1978-03-14 | King Record | Device for forming record |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57140516A (en) | 1982-08-31 |
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