JPS636728B2 - - Google Patents
Info
- Publication number
- JPS636728B2 JPS636728B2 JP58122397A JP12239783A JPS636728B2 JP S636728 B2 JPS636728 B2 JP S636728B2 JP 58122397 A JP58122397 A JP 58122397A JP 12239783 A JP12239783 A JP 12239783A JP S636728 B2 JPS636728 B2 JP S636728B2
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- combustion chamber
- recess
- wall surface
- curvature
- 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 49
- 238000002485 combustion reaction Methods 0.000 claims description 43
- 238000002347 injection Methods 0.000 claims description 24
- 239000007924 injection Substances 0.000 claims description 24
- 239000007921 spray Substances 0.000 claims description 24
- 230000006835 compression Effects 0.000 description 12
- 238000007906 compression Methods 0.000 description 12
- 230000007423 decrease Effects 0.000 description 3
- 230000002542 deteriorative effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000008020 evaporation Effects 0.000 description 1
- 238000001704 evaporation Methods 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 238000009751 slip forming Methods 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0696—W-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder wall
-
- 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
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0645—Details related to the fuel injector or the fuel spray
- F02B23/0648—Means or methods to improve the spray dispersion, evaporation or ignition
- F02B23/0651—Means or methods to improve the spray dispersion, evaporation or ignition the fuel spray impinging on reflecting surfaces or being specially guided throughout the combustion space
-
- 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
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0678—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/14—Direct injection into combustion chamber
-
- 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
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
- F02B23/0624—Swirl flow
-
- 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
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0645—Details related to the fuel injector or the fuel spray
- F02B23/0669—Details related to the fuel injector or the fuel spray having multiple fuel spray jets per injector nozzle
-
- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression 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)
- Dispersion Chemistry (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Description
【発明の詳細な説明】
本発明はピストン頂部に凹部の主燃焼室を有す
る直噴式内燃機関の燃焼室に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a combustion chamber for a direct injection internal combustion engine having a main combustion chamber having a concave portion at the top of a piston.
従来、一般に直噴式内燃機関の燃焼室は、第１
図の側断面図及び第２図の平面図に示すごとく、
ピストン１の頂部に凹部２の主燃焼室を有するト
ロイダル形のものが使用されており、同一のシリ
ンダ内径Ｄに対して、この凹部２の径ｄを大きく
すると、燃料噴射弁３の噴口からの燃料の噴霧到
達距離ｌが間接的にのび、噴射到達距離l1＜l2に
対し、低速・低負荷時の排気刺激臭レベルは、第
３図に示すごとく同一有効圧縮比εの場合には良
好となり、更に有効圧縮比εを高めると改善され
る。 Conventionally, the combustion chamber of a direct injection internal combustion engine is generally
As shown in the side sectional view in the figure and the plan view in Figure 2,
A toroidal type piston 1 is used, which has a main combustion chamber with a recess 2 at the top.If the diameter d of the recess 2 is increased for the same cylinder inner diameter D, the amount of water from the nozzle of the fuel injection valve 3 increases. The fuel spray reach l increases indirectly, and the injection reach l 1 < l 2 , whereas the exhaust odor level at low speed and low load is as shown in Fig. 3 for the same effective compression ratio ε. It becomes good, and is improved by further increasing the effective compression ratio ε.
なお、第２図においてθで示すのは、各噴口よ
りの燃料噴霧の広がり角度であり、矢印Ｓで示す
のはスワール方向である。 In FIG. 2, θ indicates the spread angle of the fuel spray from each nozzle, and arrow S indicates the swirl direction.
上記有効圧縮比εを上げることは、ピストン１
の凹部２の容積を小さくすることであり、かつ凹
部２の径ｄを大きくすることはｄ／Dに逆比例し
てスキツシユ速度を低下させる。 Increasing the above effective compression ratio ε means that the piston 1
In addition, increasing the diameter d of the recess 2 reduces the squishing speed in inverse proportion to d/ D .
このため主燃焼室容積比、スキツシユ速度低下
のため、第４図に示すように最大出力Psは大幅に
低下し、低速・低負荷時の排気刺激臭の低減のた
めの径ｄの拡大及び有効圧縮比εの向上は高速・
高負荷時の最大出力を低下させる。 As a result, the main combustion chamber volume ratio and squishing speed decrease, resulting in a significant decrease in the maximum output P s as shown in Figure 4. Improving the effective compression ratio ε is achieved by
Reduces maximum output at high loads.
即ち、直噴式内燃機関の低速・低負荷時の微量
燃料噴射をピストン１の凹部２内で完全燃焼させ
て排気刺激臭を改善するには有効圧縮比εの上
昇、噴霧到達距離ｌの拡大が必要である。 In other words, in order to completely burn the small amount of fuel injected at low speed and low load in a direct injection internal combustion engine in the recess 2 of the piston 1 and improve the exhaust odor, it is necessary to increase the effective compression ratio ε and expand the spray reach l. is necessary.
これを従来のトロイダル形の燃焼室で実施する
と、排気刺激臭低減は可能であるが、高速・高出
力時には高圧縮比と噴霧到達距離ｌの拡大により
燃料が過早着火すると共に、スキツシユ力の低下
のため燃焼期間が長びき、最大出力、排気色、燃
料消費が悪化する。 If this is done in a conventional toroidal combustion chamber, it is possible to reduce the irritating odor of the exhaust, but at high speeds and high outputs, the high compression ratio and the extended spray reach cause premature ignition of the fuel, and the squeezing force is reduced. As a result, the combustion period becomes longer and maximum power, exhaust color, and fuel consumption worsen.
上記の対策として、直噴式デイーゼル機関の燃
焼室に関する特公昭51−29242号、特公昭51−
29243号及び特公昭51−29244号の発明において
は、凹部の主燃焼室の角部に燃料噴霧を当てずに
直線部に当てて反射させており、また、その角部
の曲率ｒに対する各噴口からの衝突部半径との比
ｒ／Ｒが０から0.075のためＲよりｒが必ず小さ
い。 As a countermeasure for the above, the following measures were taken: Special Publication No. 51-29242 concerning the combustion chamber of direct-injection diesel engines;
In the inventions of No. 29243 and Japanese Patent Publication No. 51-29244, the fuel spray is not applied to the corner of the main combustion chamber of the recessed part, but is applied to a straight part and reflected. Since the ratio r/R to the collision radius from 0 to 0.075, r is always smaller than R.
この曲率ｒが小さいと、燃料噴霧が衝突後に集
積され、蒸発速度が落ち、燃焼が長びき性能が悪
化すると共に、燃料中の残査分等が堆積し、上記
の性能が更に悪化する。 If the curvature r is small, the fuel spray will accumulate after collision, slowing down the evaporation rate, prolonging combustion, and deteriorating the performance. In addition, residues in the fuel will accumulate, further deteriorating the above-mentioned performance.
また、燃焼室構造に関する実開昭57−168729号
の考案及びデイーゼル機関の燃焼室に関する特公
昭49−16881号の発明のごとく燃料噴霧の衝突面
を小さく湾曲させたり、反射により飛散させよう
とするものは、低力時の微量噴射時は噴射速度が
高負荷時に比べて非常に小さく、ほとんど反射し
ない、このため反射させるべく設けた壁上に未燃
燃料が堆積し、未燃または未燃ガスを発生して、
排気刺激臭を発するという欠点がある。 In addition, as in the invention of Utility Model Application Publication No. 168729/1983 regarding the combustion chamber structure and the invention of Japanese Patent Publication No. 16881/1983 regarding the combustion chamber of a diesel engine, attempts have been made to curve the impact surface of the fuel spray to a small extent or to scatter it by reflection. When a small amount of fuel is injected at low force, the injection speed is very low compared to when there is a high load, and there is almost no reflection.As a result, unburned fuel accumulates on the wall that was set up to reflect it, and unburned or unburned gas occurs,
It has the disadvantage of emitting a pungent exhaust odor.
更に、デイーゼルエンジンの燃焼室に関する実
開昭57−107821号ならびに直噴式デイーゼル機関
の燃焼室に関する実公昭55−4515号及び実開昭57
−139631号の各考案においては、低力時に圧縮空
気中で微量噴霧を完全燃焼させるものであるが、
その凹部の形状からみて、その圧縮途中にスワー
ルにブレーキをかけ、現実にはスワールで噴霧が
流れないという欠点があり、更に上記実開昭57−
139631号の考案においては、燃料衝突部の内壁の
曲率が小さいため、微量噴霧時に未燃燃料が拡が
らず、未燃ガスを発すると共に、ピストン面積に
対する開口面積が大きく、スキツシユ力が低下
し、スワールによる凹部の気流が圧縮中に低下し
てしまうという欠点もある。 Furthermore, Utility Model Application Publication No. 57-107821 regarding the combustion chamber of a diesel engine, and Utility Model Application Publication No. 55-4515 and Utility Model Application Publication No. 1983 concerning the combustion chamber of a direct injection diesel engine.
- In each of the inventions in No. 139631, a small amount of spray is completely combusted in compressed air at low force.
Considering the shape of the concave part, there is a drawback that the brake is applied to the swirl during compression, and in reality, the spray does not flow due to the swirl.
In the invention of No. 139631, since the curvature of the inner wall of the fuel collision part is small, unburned fuel does not spread during a small amount of spraying, emitting unburned gas, and the opening area is large relative to the piston area, reducing the squishing force. Another disadvantage is that the airflow in the recess due to swirl decreases during compression.
そこで、本発明は前記従来の欠点を解消し、直
噴式内燃機関の低速・低力時における排気刺激臭
を改善すると共に、その高速・高出力時に最大出
力、排気色、燃費等を向上させることを目的とし
てなされたものである。 Therefore, the present invention solves the above-mentioned conventional drawbacks, improves the irritating odor of the exhaust when a direct injection internal combustion engine is running at low speeds and low power, and improves the maximum output, exhaust color, fuel efficiency, etc. when running at high speeds and high outputs. This was done for the purpose of
即ち、本発明はピストンの頂部に凹部の主燃焼
室を有する直噴式内燃機関において、その凹部
に、燃料噴射弁の各噴口から噴射される燃料の燃
料噴霧が衝突する壁面までの噴口中心からの距離
L1をそのシリンダ内径の0.25から0.35倍に、かつ
燃料噴霧の広がり角度θ＝18゜〜25゜に対応した燃
料衝突壁面を噴口数に対応して形成すると共に、
これら各燃料衝突壁面間を、上記距離L1の0.7か
ら0.9倍の噴口中心からの距離L2に設定され、ス
ワール流入側内壁面の曲率がr1、スワール流出側
内壁面の曲率が曲率r1より大きな曲率r2を有する
中間壁面で連続して、該凹部を風車形に形成し、
かつ同主燃焼室内の底部には噴射燃料が底部にふ
れないように深くし、他の噴射燃料間の底部の高
さを大とした燃料弁噴口数と同一の多面体の角錐
形の凸部を設けたことを特徴とする直噴式内燃機
関の燃焼室である。 That is, the present invention provides a direct injection internal combustion engine having a main combustion chamber with a concave portion at the top of the piston, in which the concave portion is provided with an air flow from the center of the nozzle to the wall surface on which the fuel spray of fuel injected from each nozzle of the fuel injection valve collides. distance
L 1 is 0.25 to 0.35 times the inner diameter of the cylinder, and a fuel collision wall surface corresponding to the fuel spray spread angle θ = 18° to 25° is formed in accordance with the number of nozzles,
The distance between these fuel collision walls is set at a distance L 2 from the nozzle center that is 0.7 to 0.9 times the distance L 1 above, and the curvature of the inner wall surface on the swirl inflow side is r 1 and the curvature of the inner wall surface on the swirl outflow side is curvature r. Continuously forming the recess in a pinwheel shape with an intermediate wall surface having a curvature r2 larger than 1 ,
In addition, the bottom of the main combustion chamber is made deep so that the injected fuel does not touch the bottom, and the height of the bottom between other injected fuels is increased.There is a polyhedral pyramid-shaped convex part that is the same as the number of fuel valve nozzles. This is a combustion chamber of a direct injection internal combustion engine characterized by the following.
以下図面を参照して本発明の実施例を説明する
が、第５図は本発明の実施例１における直噴式内
燃機関の燃焼室を示す側断面図、第６図は第５図
の平面図であり、ピストン１の頂部に凹部２から
なる主燃焼室を有するこの直噴式内燃機関では、
その凹部２を、燃料噴射弁３の各噴口から噴射さ
れる燃料噴霧がその広がり角度θ＝18゜〜25゜で衝
突する壁面2Aの形状を、第７図の要部平面図に
示すごとく、噴口中心Noからその衝突する壁面
までの距離L1をシリンダ内径Ｄに対し、L1＝
（0.25〜0.35）×Ｄに設定し、燃料衝突の壁面２Ａ
を燃料噴射弁３の噴口数に対応して形成してい
る。 Embodiments of the present invention will be described below with reference to the drawings. FIG. 5 is a side sectional view showing a combustion chamber of a direct injection internal combustion engine in Embodiment 1 of the present invention, and FIG. 6 is a plan view of FIG. 5. In this direct injection internal combustion engine, which has a main combustion chamber consisting of a recess 2 at the top of the piston 1,
The shape of the wall surface 2A on which the fuel spray injected from each nozzle of the fuel injection valve 3 collides with the recess 2 at the spread angle θ = 18° to 25° is as shown in the plan view of the main part in FIG. The distance L 1 from the center No. of the nozzle to the wall it collides with is the cylinder inner diameter D, L 1 =
(0.25~0.35) x D, fuel collision wall 2A
are formed corresponding to the number of injection ports of the fuel injection valve 3.
次に、上記４個の燃料衝突の壁面２Ａ間を、上
記の噴口中心Noからの距離L1の0.7から0.9倍に
相当する噴口中心Noからの距離L2に設定され、
スワール流入側内壁面の曲率がr1、スワール流出
側内壁面の曲率が曲率r1よりも大きな曲率r2を有
する中間壁面２Ｂで形成し、燃料噴霧が衝突する
壁面２Ａと中間壁面２Ｂとを連続して風車形に形
成している。 Next, the distance between the four fuel collision walls 2A is set to a distance L2 from the nozzle center No. corresponding to 0.7 to 0.9 times the distance L1 from the nozzle center No.
The inner wall surface on the swirl inflow side has a curvature r 1 and the inner wall surface on the swirl outflow side has a curvature r 2 larger than the curvature r 1.The wall surface 2A and the intermediate wall surface 2B are formed with a swirl inflow side inner wall surface having a curvature r 2 larger than the curvature r 1, and a wall surface 2A and an intermediate wall surface 2B with which the fuel spray collides. It is continuously formed into a windmill shape.
更に、本実施例では凹部２の主燃焼室内の底部
には、噴射された各燃料噴霧がふれないように底
部の高さを低く形成し、かつ各燃料噴霧間のむだ
な部分は埋めるようにその底部の高さを高くした
第８図に示すような噴口数と同一の多面体の角錐
形の凸部２Ｃを形成している。 Furthermore, in this embodiment, the bottom of the recess 2 in the main combustion chamber is formed with a low height so that the injected fuel sprays do not touch each other, and the waste areas between the fuel sprays are filled. A polyhedral pyramidal convex portion 2C with the same number of nozzles as shown in FIG. 8 with a raised bottom height is formed.
このように風車形に形成された凹部２において
は、第６図のＳ方向で示すスワールにより凹部２
の内壁に衝突後の燃料フイルムがスムーズに流さ
れて形成され、ピストン表面積に対する開口面積
を縮少し、スキツシユ力の低下を防止することが
できる。 In the recess 2 formed in the shape of a windmill in this way, the swirl shown in the S direction in FIG.
The fuel film after collision flows smoothly onto the inner wall of the piston, which reduces the opening area relative to the piston surface area and prevents the squishing force from decreasing.
上記のごとく、凹部２の内壁面の噴口中心No
からの距離L1，L2をL2／L1＝0.7〜0.9にすること
により、この凹部２内には第９図において矢印Ｅ
で示すような渦流が発生し、燃料噴霧と空気との
混合が促進されると共に、ピストン上面に流出さ
れて空気の利用度が向上する。 As mentioned above, the nozzle center No. on the inner wall surface of the recess 2
By setting the distances L 1 and L 2 from L 2 /L 1 =0.7 to 0.9, the arrow E in FIG.
A vortex as shown in is generated, which promotes the mixing of fuel spray and air, and also improves the utilization of air by flowing out onto the upper surface of the piston.
なお、前記曲率r1の中心点の位置は、第７図の
実施例１で限定されるものではなく、第１０図の
実施例２に示すごとく、噴射される燃料噴霧中心
と一致しても良い。 Note that the position of the center point of the curvature r1 is not limited to the first embodiment shown in FIG. 7, and may coincide with the center of the injected fuel spray as shown in the second embodiment shown in FIG. good.
従つて、本発明の燃焼室を適用した直噴式内燃
機関では、その低速・低力時の微量燃料を圧縮空
気中で完全燃焼させるため、適正な有効圧縮比の
もとでの噴霧到達距離を底部にも燃料噴霧が当ら
ない形状で確保し、更に、高速・高力時には多量
の燃料をその衝突部に当てるが、吸入スワールに
よるスワール下流にスムーズに内壁面上をフイル
ム状に流すためのゆるやかな内壁形状とし、また
噴射燃料に流入してくるスワールに無駄な渦流発
生をさせないための流入側形状としている。 Therefore, in a direct injection internal combustion engine to which the combustion chamber of the present invention is applied, in order to completely burn a small amount of fuel in compressed air at low speed and low power, it is necessary to reduce the spray reach under an appropriate effective compression ratio. The bottom part is also shaped so that the fuel spray does not hit the bottom part, and at high speeds and high forces, a large amount of fuel hits the collision part, but the shape is such that it flows smoothly in a film form on the inner wall surface downstream of the swirl caused by the suction swirl. The inner wall shape is such that the shape of the inlet side is such that the swirl flowing into the injected fuel does not generate unnecessary swirl.
また、燃料衝突後のスワール下流の内壁より一
部の未燃蒸発ガスはピストン上面へ流出され、ピ
ストン上面の空気の利用度が向上する。 In addition, some unburned evaporated gas flows out from the inner wall downstream of the swirl after the fuel collision to the upper surface of the piston, improving the utilization of air on the upper surface of the piston.
その結果、高速・高負荷時の最大出力が増大
し、排気色及び燃費が改良されるという効果があ
る。 As a result, the maximum output at high speeds and high loads increases, and the exhaust color and fuel efficiency are improved.
なお、本発明は主として直噴式デイーゼル機関
に対して有効に適用される。 Note that the present invention is mainly effectively applied to direct injection diesel engines.
第１図は従来の直噴式内燃機関の燃焼室の側断
面図、第２図は第１図の平面図、第３図は第１図
の燃焼室における排気刺激臭レベル、有効圧縮比
及び噴霧到達距離との関係を示す線図、第４図は
第１図の燃焼室における最大出力、有効圧縮比及
び噴霧到達距離との関係を示す線図、第５図は本
発明の実施例１における直噴式内燃機関の燃焼室
を示す側断面図、第６図は第５図の平面図、第７
図は第５図の凹部の平面図、第８図は第５図の凹
部の底部を示す平面図、第９図は第５図の凹部に
発生する渦流を示す平面図、第１０図は本発明の
実施例２における燃焼室の凹部の平面図である。
１……ピストン、２……凹部、２Ａ……壁面、
２Ｂ……中間壁面、Ｄ……シリンダ内径、L1，
L2……距離、No……噴口中心、r1，r2……曲率。
Figure 1 is a side sectional view of the combustion chamber of a conventional direct injection internal combustion engine, Figure 2 is a plan view of Figure 1, and Figure 3 is the exhaust odor level, effective compression ratio, and spray in the combustion chamber of Figure 1. Figure 4 is a diagram showing the relationship between the maximum output, effective compression ratio, and spray travel distance in the combustion chamber of Figure 1, and Figure 5 is a diagram showing the relationship between the maximum output and effective compression ratio in the combustion chamber of Figure 1, and the spray travel distance. A side sectional view showing the combustion chamber of a direct injection internal combustion engine, FIG. 6 is a plan view of FIG. 5, and FIG.
The figure is a plan view of the recess shown in Fig. 5, Fig. 8 is a plan view showing the bottom of the recess shown in Fig. 5, Fig. 9 is a plan view showing the vortex generated in the recess shown in Fig. 5, and Fig. 10 is a plan view showing the bottom of the recess shown in Fig. 5. FIG. 7 is a plan view of a recessed portion of a combustion chamber in Example 2 of the invention. 1... Piston, 2... Recess, 2A... Wall surface,
2B...Intermediate wall surface, D...Cylinder inner diameter, L 1 ,
L 2 ... Distance, No. ... Center of the spout, r 1 , r 2 ... Curvature.
Claims (1)
式内燃機関において、その凹部に、燃料噴射弁の
各噴口から噴射される燃料の燃料噴霧が衝突する
壁面までの噴口中心からの距離L1をそのシリン
ダ内径の0.25から0.35倍に、かつ燃料噴霧の広が
り角度θ＝18゜〜25゜に対応した燃料衝突壁面を噴
口数に対応して形成すると共に、これら各燃料衝
突壁面間を、上記距離L1の0.7から0.9倍の噴口中
心からの距離L2に設定され、スワール流入側内
壁面の曲率がr1、スワール流出側内壁面の曲率が
曲率r1より大きな曲率r2を有する中間壁面で連続
して、該凹部を風車形に形成し、かつ同主燃焼室
内の底部には噴射燃料が底部にふれないように深
くし、他の噴射燃料間の底部の高さを大とした燃
料弁噴口数と同一の多面体の角錐形の凸部を設け
たことを特徴とする直噴式内燃機関の燃焼室。1 In a direct-injection internal combustion engine that has a main combustion chamber with a recess at the top of the piston, the distance L 1 from the center of the nozzle to the wall surface on which the fuel spray of fuel injected from each nozzle of the fuel injection valve collides with the recess is defined as Fuel collision walls that are 0.25 to 0.35 times the cylinder inner diameter and that correspond to a fuel spray spread angle θ = 18° to 25° are formed in accordance with the number of nozzles, and the distances between these fuel collision walls are The distance L 2 from the center of the nozzle is set to 0.7 to 0.9 times 1 , and the inner wall surface on the swirl inlet side has a curvature r 1 and the inner wall surface on the swirl outlet side has a curvature r 2 larger than the curvature r 1 . Continuously, the recess is formed into a windmill shape, and the bottom of the main combustion chamber is made deep so that the injected fuel does not touch the bottom, and the height of the bottom between other injected fuel is increased. A combustion chamber for a direct injection internal combustion engine characterized by having polyhedral pyramidal convex portions having the same number of nozzles.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58122397A JPS6017223A (en) | 1983-07-07 | 1983-07-07 | Combustion chamber of direct injection type internal- combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58122397A JPS6017223A (en) | 1983-07-07 | 1983-07-07 | Combustion chamber of direct injection type internal- combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6017223A JPS6017223A (en) | 1985-01-29 |
| JPS636728B2 true JPS636728B2 (en) | 1988-02-12 |
Family
ID=14834778
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58122397A Granted JPS6017223A (en) | 1983-07-07 | 1983-07-07 | Combustion chamber of direct injection type internal- combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6017223A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0235636U (en) * | 1988-08-31 | 1990-03-07 | ||
| JPH0395629U (en) * | 1990-01-18 | 1991-09-30 |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5496556A (en) * | 1978-01-17 | 1979-07-31 | Teijin Ltd | Polyester resin composition |
| JPS54103457A (en) * | 1978-02-02 | 1979-08-14 | Teijin Ltd | Polyester resin composition and its production |
| JPS634332U (en) * | 1986-06-27 | 1988-01-12 | ||
| KR20020072396A (en) * | 2001-03-09 | 2002-09-16 | 황범수 | Filter media and air filter using the filter media |
| US7210448B2 (en) | 2002-06-11 | 2007-05-01 | Cummins, Inc. | Internal combustion engine producing low emissions |
| US6732703B2 (en) | 2002-06-11 | 2004-05-11 | Cummins Inc. | Internal combustion engine producing low emissions |
| WO2012125961A1 (en) | 2011-03-17 | 2012-09-20 | Cummins Intellectual Property, Inc. | Piston for internal combustion engine |
| JP6881285B2 (en) * | 2017-12-27 | 2021-06-02 | トヨタ自動車株式会社 | Internal combustion engine |
-
1983
- 1983-07-07 JP JP58122397A patent/JPS6017223A/en active Granted
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0235636U (en) * | 1988-08-31 | 1990-03-07 | ||
| JPH0395629U (en) * | 1990-01-18 | 1991-09-30 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6017223A (en) | 1985-01-29 |
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