JPS6237938Y2 - - Google Patents
Info
- Publication number
- JPS6237938Y2 JPS6237938Y2 JP1981163100U JP16310081U JPS6237938Y2 JP S6237938 Y2 JPS6237938 Y2 JP S6237938Y2 JP 1981163100 U JP1981163100 U JP 1981163100U JP 16310081 U JP16310081 U JP 16310081U JP S6237938 Y2 JPS6237938 Y2 JP S6237938Y2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- hole
- valve
- piston
- cylinder head
- 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
- 239000000446 fuel Substances 0.000 claims description 31
- 238000002347 injection Methods 0.000 claims description 23
- 239000007924 injection Substances 0.000 claims description 23
- 238000003780 insertion Methods 0.000 claims description 17
- 230000037431 insertion Effects 0.000 claims description 17
- 238000002485 combustion reaction Methods 0.000 claims description 13
- 238000010438 heat treatment Methods 0.000 claims description 7
- 230000002093 peripheral effect Effects 0.000 claims description 4
- 238000001816 cooling Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 239000000498 cooling water Substances 0.000 description 2
- 239000000779 smoke Substances 0.000 description 2
- 239000007921 spray Substances 0.000 description 2
- 238000005336 cracking Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
- 238000003892 spreading Methods 0.000 description 1
Landscapes
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
Description
【考案の詳細な説明】
〔産業上の利用分野〕
本考案は、直接噴射式内燃機関の始動時加熱装
置に関するものである。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a starting heating device for a direct injection internal combustion engine.
一般に、内燃機関における吸気弁の直径を2倍
にすれば、吸気の流動を許す面積は4倍になり、
充填効率が増加される。したがつて、吸気弁の直
径をできるだけ大きくする必要から、3弁式か、
4弁式かの重複弁を採用していることはよく知ら
れている。かかる3弁式は2個の吸気弁と1個の
排気弁とからなり、機関の高出力を期待できるも
のの、動弁装置の複雑化は否めない。
Generally, if you double the diameter of the intake valve in an internal combustion engine, the area that allows intake air to flow will quadruple.
Filling efficiency is increased. Therefore, it was necessary to make the diameter of the intake valve as large as possible, so a three-valve type or
It is well known that four-valve type or overlapping valves are used. Such a three-valve engine consists of two intake valves and one exhaust valve, and although high engine output can be expected, the valve train is undeniably complicated.
一方、多種燃料機関として開発された公知の内
燃機関には、燃焼を直接噴射式にし、シリンダヘ
ツドにグロープラグを備え、低温でも始動容易に
しているものがある。 On the other hand, some known internal combustion engines that have been developed as multi-fuel engines use a direct injection method for combustion and are equipped with glow plugs in the cylinder head to facilitate starting even at low temperatures.
ところで、これらの技術的背景のもとで、本出
願人も3弁式直接噴射機関の吸気マニホールドに
数百〜2.3KWのリボンヒータ式吸気加熱装置を
付設した機関を開発中であるが、この場合、始動
用電動機を採用しているので、リボンヒータ式吸
気加熱装置と始動用電動機の電源を一つにしてい
ることから、始動時の始動用電動機と吸気加熱装
置の同時使用は、大電流となりリボンヒータが使
用困難となり、そのため加熱装置を20〜30秒間予
熱した後、始動用電動機に切換え、機関を始動す
る施策を構じている。かかる場合、始動後は該加
熱装置の加熱はなく、暖機までの期間は刺激性の
ある青白煙を大量に排出し、好ましくない。 By the way, based on these technical backgrounds, the present applicant is also developing a three-valve direct injection engine with a ribbon heater type intake air heating device of several hundred to 2.3KW attached to the intake manifold. In this case, since a starting motor is used, the ribbon heater type intake air heating device and the starting motor are powered by one power source, so simultaneous use of the starting motor and the intake air heating device at the time of starting requires a large current. This makes it difficult to use the ribbon heater, so we have taken measures to preheat the heating device for 20 to 30 seconds before switching to the starting motor and starting the engine. In such a case, the heating device does not heat after starting, and a large amount of irritating blue-white smoke is emitted during the period until warm-up, which is undesirable.
そこで本考案は、この不具合を解消するため案
出されたもので、3弁式直接噴射機関に始動補助
用グロープラグを設けることにより、始動性のよ
い、高出力可能であつて、しかもシリンダヘツド
面における熱負荷のバランスの良好な内燃機関を
提供しようとするものである。
Therefore, the present invention was devised to solve this problem, and by providing a glow plug for starting assistance to a three-valve direct injection engine, it has good starting performance, high output, and a cylinder head. The objective is to provide an internal combustion engine that has a good balance of heat loads on both sides.
これを添付図面に示す実施例にしたがつて詳細
に説明する。第1図は本考案の実施例の縦断面
図、第2図は第1図A〜A矢視図、第3図は第1
図の平断面図を示す。
This will be explained in detail with reference to embodiments shown in the accompanying drawings. Fig. 1 is a longitudinal sectional view of an embodiment of the present invention, Fig. 2 is a view taken along arrows A to A in Fig. 1, and Fig. 3 is a longitudinal sectional view of an embodiment of the present invention.
A cross-sectional plan view of the figure is shown.
シリンダ1に開口した弁座内径D1を有する1
個の排気孔3および弁座内径D2有する2個の吸
気孔2A,2Bを、シリンダヘツド5に穿設して
いる。これら排気孔3および吸気孔2A,2Bに
は、第1図に示すような排気弁6、および図示さ
れていない吸気弁が該シリンダヘツド5内の弁ガ
イド内を上下に摺動し、その弁頭6Aにより排気
孔3および吸気孔2A,2Bを開閉させるように
している。 1 having an inner diameter D1 of a valve seat opening into the cylinder 1
The cylinder head 5 is provided with an exhaust hole 3 and two intake holes 2A and 2B having an inner diameter D2 of the valve seat. In these exhaust holes 3 and intake holes 2A, 2B, an exhaust valve 6 as shown in FIG. 1 and an intake valve (not shown) slide up and down inside a valve guide in the cylinder head 5, The exhaust hole 3 and the intake holes 2A and 2B are opened and closed by the head 6A.
次に、燃料噴射弁8は、シリンダ1の軸方向に
傾斜し弁腕箱15(一部図示)外に仕組まれてい
る。 Next, the fuel injection valve 8 is inclined in the axial direction of the cylinder 1 and is installed outside the valve arm box 15 (partially shown).
しかして、2個の吸気孔2A,2B、排気孔3
および燃料噴射弁8の挿入孔4の先端部の配置関
係を、第2図に示すように、排気孔3、吸気孔2
A、燃料噴射弁8の挿入孔4、吸気孔2Bの順序
で、かつ排気孔3が上記挿入孔4の略反対側の位
置になるようにし、更にそれらの中心位置の相互
の配置角度を、第2図において、
排気孔3、吸気孔2B、挿入孔4の各中心を結
ぶ
角度=55゜±5゜
吸気孔2B、挿入孔4、吸気孔2Aの各中心を
結ぶ
角度=170゜±10゜
挿入孔4、吸気孔2A、排気孔3の各中心を結
ぶ
角度55゜±5゜
吸気孔2A、排気孔3、吸気孔2Bの各中心を
結ぶ
角度80゜±5゜
の関係になるようにしており、吸気孔2A、挿
入孔4、吸気孔2Bおよび排気孔3が略三角形を
形成するように配置させている。 Therefore, the two intake holes 2A, 2B and the exhaust hole 3
The arrangement relationship of the tip of the insertion hole 4 of the fuel injection valve 8 is as shown in FIG.
A. The insertion hole 4 of the fuel injector 8 and the intake hole 2B are arranged in this order, and the exhaust hole 3 is positioned on the substantially opposite side of the insertion hole 4, and the mutual arrangement angle of their center positions is In Figure 2, the angle connecting the centers of the exhaust hole 3, the intake hole 2B, and the insertion hole 4 = 55° ± 5° The angle connecting the centers of the intake hole 2B, the insertion hole 4, and the intake hole 2A = 170° ± 10゜ Connect the centers of the insertion hole 4, intake hole 2A, and exhaust hole 3 at an angle of 55° ± 5° Connect the centers of the intake hole 2A, exhaust hole 3, and intake hole 2B at an angle of 80° ± 5° The intake hole 2A, the insertion hole 4, the intake hole 2B, and the exhaust hole 3 are arranged so as to form a substantially triangular shape.
次に、吸気ポートについては、第3図に示すよ
うに、2個の吸気孔2A,2Bの中心に対し、そ
れぞれ分離されて形成した吸気ポートの中心線
XYとシリンダ1中心および吸気孔2A,2Bの
シリンダ1に対する開口部中心を結ぶ線との交角
は、それぞれα1=90゜〜140゜およびα2=70
゜〜100゜になるように、それらの吸気ポートを
形成し、これにより吸入時において、シリンダ1
内にスワールを発生せしめている。 Next, regarding the intake ports, as shown in FIG.
The intersection angles between XY and the line connecting the center of cylinder 1 and the center of the opening of intake holes 2A and 2B relative to cylinder 1 are α1 = 90° to 140° and α2 = 70°, respectively.
These intake ports are formed so that the angle is between 100° and 100°, so that during intake, the cylinder 1
It generates a swirl inside.
更に、シリンダヘツド5を冷却する冷却水は、
シリンダブロツクの上向孔より流入孔10を経由
してシリンダヘツド5内に入り、排気孔3と吸気
孔2Bとの間に設けられたキリ孔の通路11を流
れ、更に燃料噴射弁8の挿入孔4の排気孔3側壁
部前面に衝突し、そのあと、燃料噴射弁8の挿入
孔4の壁部に連結した吸気孔2Bと排気孔3との
壁部間に設けられたV形状通路12を矢印Wのよ
うに流れるようになつている。吸気孔2Aおよび
2B間には、燃料噴射弁8の挿入孔4を設けてい
るが、この挿入孔4と吸気孔2Aおよび2Bとの
間は、それぞれシリンダヘツド5の構成部材であ
る共通壁部5A,5Bにより連結されており、吸
気孔2Aおよび2Bの吸入空気により燃料噴射弁
8は強制冷却するとともに、通路11からの冷却
水の主流は、排気孔3と吸気孔2Bとの高熱負荷
部を冷却した後、挿入孔4の壁部前面に衝突し、
燃料噴射弁8の先端部の冷却を良好にし、更に排
気孔3と吸気孔2A間との高熱負荷部を冷却させ
るのである。 Furthermore, the cooling water for cooling the cylinder head 5 is
The fuel enters the cylinder head 5 from the upward hole of the cylinder block via the inlet hole 10, flows through the through hole passage 11 provided between the exhaust hole 3 and the intake hole 2B, and then the fuel injection valve 8 is inserted. The V-shaped passage 12 provided between the walls of the intake hole 2B and the exhaust hole 3 collides with the front surface of the side wall of the exhaust hole 3 of the hole 4, and is then connected to the wall of the insertion hole 4 of the fuel injection valve 8. The flow is as shown by arrow W. An insertion hole 4 for the fuel injection valve 8 is provided between the intake holes 2A and 2B, and between this insertion hole 4 and the intake holes 2A and 2B, there is a common wall portion that is a component of the cylinder head 5, respectively. 5A and 5B, the fuel injection valve 8 is forcibly cooled by the intake air of the intake holes 2A and 2B, and the main flow of cooling water from the passage 11 is directed to the high heat load section between the exhaust hole 3 and the intake hole 2B. After cooling down, it collides with the front wall of the insertion hole 4,
This improves the cooling of the tip of the fuel injection valve 8 and further cools the high heat load area between the exhaust hole 3 and the intake hole 2A.
ここにおいて本実施例は、始動補助用グロープ
ラグGを、第1図、第2図、第3図および第4図
に示すように設けている。すなわち、該グロープ
ラグGは燃料噴射弁8の挿入孔4と吸気孔2A
(該吸気孔2Aは、吸気入口孔9に近い側のもの
である)との間に挿入され、その先端はピストン
頂部に設けた凹状燃焼室13に臨ませるととも
に、シリンダヘツド5のピストン先端面に凹設さ
れた凹部20に臨ませている。また、該グロープ
ラグGの仕組状態は、第1図に示すように、シリ
ンダヘツド5の水平面A〜Aに対し15゜〜30゜の
若干の角度θ1に傾斜させており、しかも吸気入
口孔9に遠い側の吸気孔2Bの通路14下に配置
している。更に、該グロープラグGは、第4図に
示すように、燃料噴射弁8の噴霧中心線Bに対し
吸気スワール下流方向0゜〜30゜の角度θ2に傾
斜させている。なお、方向Z〜Zはクランク軸方
向、矢印Sはスワール方向を示す。 In this embodiment, a glow plug G for assisting starting is provided as shown in FIGS. 1, 2, 3, and 4. That is, the glow plug G is connected to the insertion hole 4 of the fuel injection valve 8 and the intake hole 2A.
(The intake hole 2A is the one on the side closer to the intake inlet hole 9), and its tip faces the concave combustion chamber 13 provided at the top of the piston, and also faces the piston tip surface of the cylinder head 5. It faces a recess 20 recessed in the. Further, as shown in FIG. 1, the structure of the glow plug G is inclined at a slight angle θ1 of 15° to 30° with respect to the horizontal plane A to A of the cylinder head 5, and the intake inlet hole 9 It is arranged below the passage 14 of the intake hole 2B on the far side. Further, as shown in FIG. 4, the glow plug G is inclined at an angle θ2 of 0° to 30° in the downstream direction of the intake swirl with respect to the spray center line B of the fuel injection valve 8. Note that the directions Z to Z indicate the crankshaft direction, and the arrow S indicates the swirl direction.
本実施例は、このような構成になつているの
で、ピストンの上下運動とそれに連動して燃料噴
射弁8の間欠噴射によつて、機関は運転される
が、機関始動前には、始動補助用グロープラグG
を予熱し、ピストン頂面に設けた凹状燃焼室13
の外周壁における噴射された燃料の衝突による広
がつた飛散燃料を加熱し、更に機関始動時および
始動後の一定期間通電を続け、機関の始動性を向
上させている。したがつて、デユマル.フユエル
機関(ガス吸入、デイーゼル噴霧着火機関)にも
適用できるのである。 Since this embodiment has such a configuration, the engine is operated by the vertical movement of the piston and the intermittent injection of the fuel injection valve 8 in conjunction with the vertical movement of the piston. glow plug G
A concave combustion chamber 13 provided on the top surface of the piston
This heats the scattered fuel that spreads due to the collision of the injected fuel on the outer peripheral wall of the engine, and continues to supply electricity for a certain period of time during and after starting the engine, thereby improving the startability of the engine. Therefore, Dumar. It can also be applied to fuel engines (gas intake, diesel spray ignition engines).
以上要するに本考案は、実用新案登録請求の範
囲に記載された構成を採択したので、次の諸作用
効果を奏する。
In summary, since the present invention adopts the structure described in the claims for utility model registration, it achieves the following effects.
3弁式直接噴射形であるため、シリンダヘツ
ド上における動弁装置が複雑化されているが、
このシリンダヘツドで、ピストン頂部に設けた
凹状燃焼室13に臨ませた始動補助用グロープ
ラグGその先端を、吸気入口孔9に遠い側の吸
気孔2Bの通路14下で約15゜〜30゜傾斜して
配置させたので、該グロープラグGを挿入する
ため、通路14の断面が絞られて吸気流に若干
の影響があつても、通路14が長くとれること
から、その影響は解消され、吸気スワールには
影響を及ぼさず、3弁式直接噴射機関で開発さ
れ、確立されたデータがそのまま踏襲できる。 Because it is a three-valve direct injection type, the valve train on the cylinder head is complicated, but
With this cylinder head, place the tip of the starting aid glow plug G facing the concave combustion chamber 13 provided at the top of the piston at an angle of about 15° to 30° below the passage 14 of the intake hole 2B on the side far from the intake inlet hole 9. Since the glow plug G is arranged at an angle, even if the cross section of the passage 14 is narrowed due to the insertion of the glow plug G and the intake flow is slightly affected, the passage 14 can be made longer, so that effect is eliminated. It does not affect the intake swirl, and the data established using the 3-valve direct injection engine can be followed as is.
吸気入口孔9に近い側の、吸気で常時冷却さ
れている吸気孔2Aと燃料噴射弁8の挿入孔4
との間に、前記グロープラグGを挿入したの
で、すなわち、シリンダヘツドでは特に冷却さ
れる所に、すなわち熱負荷の最小部分で、ひい
ては最悪の場合の亀裂可能性の少ない所で、こ
のグロープラグGが突出されているので、機関
の信頼性を向上させることができる。 The intake hole 2A, which is always cooled by intake air, and the insertion hole 4 for the fuel injection valve 8 on the side closer to the intake inlet hole 9
Since the glow plug G has been inserted between the cylinder head and the cylinder head, this glow plug can be inserted in the cylinder head where it is particularly cooled, i.e. where the heat load is minimal and therefore where the possibility of cracking in the worst case is low. Since G is protruded, the reliability of the engine can be improved.
前記グロープラグGの先端をピストン頂部に
設けた凹状燃焼室13の外周壁内で、該外周壁
に衝突し、該外周壁に沿つて広がつた燃料に直
接接触するように臨ませるとともに、シリンダ
ヘツド5のピストン側端面に凹設された凹部2
0に臨ませたので、燃料噴霧中の到達距離の短
い燃えにくい噴霧燃料、スワールを生成してい
ない噴射燃料、または、凹状燃料室の外周壁に
衝突して該外周壁に沿つて広がつた噴霧燃料は
直接グロープラグにまつわり付くよう接触し
て、着火を良好にし、機関始動性を向上させる
ばかりではなく、刺激臭のある青白煙を抑える
ことができる。 The tip of the glow plug G collides with the outer circumferential wall within the outer peripheral wall of the concave combustion chamber 13 provided at the top of the piston, and faces directly into contact with the fuel spreading along the outer peripheral wall. Recess 2 formed in the end surface of the head 5 on the piston side
0, the sprayed fuel is difficult to burn and has a short reach during fuel spraying, the injected fuel does not generate a swirl, or the fuel collides with the outer circumferential wall of the concave fuel chamber and spreads along the outer circumferential wall. The atomized fuel directly surrounds and contacts the glow plug, which not only improves ignition and engine startability, but also suppresses the production of blue-white smoke with a pungent odor.
燃料噴射弁8を若干傾斜し弁腕室より挿入で
きるので、該噴射弁の整備性が良好で、燃料噴
射管接合部の燃料漏れなどの保守も簡易となる
ばかりか、複雑な動弁装置に対し支障をきたさ
ない。 Since the fuel injector 8 can be inserted from the valve arm chamber at a slight incline, the injector is easy to maintain, and not only does maintenance such as fuel leakage at the fuel injection pipe joint become easier, but it It does not cause any hindrance.
第1図は本考案実施例の縦断面図、第2図は第
1図のA〜A矢視図、第3図は第1図の平断面
図、第4図は第1図における燃料室の平面図で噴
霧の状態図を示す。
2A,2B……吸気孔、3……排気孔、4……
挿入孔、5……シリンダヘツド、8……燃料噴射
弁、9……吸気入口孔、13……凹状燃焼室、1
4……通路、G……始動補助用グロープラグ。
Fig. 1 is a longitudinal sectional view of an embodiment of the present invention, Fig. 2 is a view taken along arrows A to A in Fig. 1, Fig. 3 is a plan sectional view of Fig. 1, and Fig. 4 is a fuel chamber in Fig. 1. The state diagram of the spray is shown in the top view of the figure. 2A, 2B...Intake hole, 3...Exhaust hole, 4...
Insertion hole, 5...Cylinder head, 8...Fuel injection valve, 9...Intake inlet hole, 13...Concave combustion chamber, 1
4... Passage, G... Glow plug for starting aid.
Claims (1)
内燃機関の、吸気2弁と燃料噴射弁の挿入孔とを
略1直線状に配置したシリンダヘツドにおいて、 該挿入孔4と、吸気入口孔9に近い側の吸気孔
2Aとの間に、しかも、該吸気入口孔9に遠い側
の吸気孔2Bに通じる通路下で、シリンダヘツド
5のピストン側端面に対し約15゜〜30゜傾斜して
配設した始動補助用グロープラグGを挿入し、 該グロープラグGの先端を、ピストン頂部に設
けた凹状燃焼室13の外周壁内で、該外周壁に衝
突し、該外周壁に沿つて広がつた燃料に直接接触
する部位に臨ませるとともに、シリンダヘツド5
のピストン側端面に凹設された凹部20に臨ませ
た直接噴射式内燃機関の始動時加熱装置。[Scope of Claim for Utility Model Registration] In a cylinder head of a three-valve direct injection internal combustion engine consisting of two intake valves and one exhaust valve, in which the two intake valves and the insertion hole for the fuel injection valve are arranged approximately in a straight line, Between the insertion hole 4 and the intake hole 2A on the side closer to the intake hole 9, and under the passage leading to the intake hole 2B on the side farther from the intake hole 9, a piston-side end surface of the cylinder head 5 is provided. Insert the glow plug G for starting aid, which is arranged at an angle of approximately 15° to 30° to the piston, and place the tip of the glow plug G within the outer circumferential wall of the concave combustion chamber 13 provided at the top of the piston. The cylinder head 5 faces the part that directly contacts the fuel that collides and spreads along the outer peripheral wall.
A heating device for starting a direct injection internal combustion engine, which faces a recess 20 formed in a piston side end surface of the engine.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP16310081U JPS5867930U (en) | 1981-10-30 | 1981-10-30 | Starting heating device for direct injection internal combustion engines |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP16310081U JPS5867930U (en) | 1981-10-30 | 1981-10-30 | Starting heating device for direct injection internal combustion engines |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS5867930U JPS5867930U (en) | 1983-05-09 |
JPS6237938Y2 true JPS6237938Y2 (en) | 1987-09-28 |
Family
ID=29955402
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP16310081U Granted JPS5867930U (en) | 1981-10-30 | 1981-10-30 | Starting heating device for direct injection internal combustion engines |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS5867930U (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3806627B2 (en) * | 2001-09-18 | 2006-08-09 | 株式会社クボタ | Direct injection diesel engine |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS50754U (en) * | 1973-05-01 | 1975-01-07 |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS55144830U (en) * | 1979-04-05 | 1980-10-17 |
-
1981
- 1981-10-30 JP JP16310081U patent/JPS5867930U/en active Granted
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS50754U (en) * | 1973-05-01 | 1975-01-07 |
Also Published As
Publication number | Publication date |
---|---|
JPS5867930U (en) | 1983-05-09 |
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