WO1992013190A1 - Compression ignition engine - Google Patents

Compression ignition engine Download PDF

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Publication number
WO1992013190A1
WO1992013190A1 PCT/GB1992/000117 GB9200117W WO9213190A1 WO 1992013190 A1 WO1992013190 A1 WO 1992013190A1 GB 9200117 W GB9200117 W GB 9200117W WO 9213190 A1 WO9213190 A1 WO 9213190A1
Authority
WO
WIPO (PCT)
Prior art keywords
cylinder
recess
wall
nozzle
piston
Prior art date
Application number
PCT/GB1992/000117
Other languages
French (fr)
Inventor
Godfrey Greeves
Original Assignee
Lucas Industries Public Limited Company
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Lucas Industries Public Limited Company filed Critical Lucas Industries Public Limited Company
Publication of WO1992013190A1 publication Critical patent/WO1992013190A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
    • 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
    • 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
    • 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
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/40—Squish effect
    • 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
    • F02B23/0621—Squish 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
    • F02B23/066—Details related to the fuel injector or the fuel spray the injector being located substantially off-set from 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
    • 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

Definitions

  • This invention relates to a compression ignition engine having a piston reciprocable in a cylinder, an end wall to the cylinder and a fuel injection nozzle mounted in said end wall and operable to deliver fuel into a combustion space defined by the crown of the piston, the wall of the cylinder and said end wall.
  • Such an engine is known as a direct injection engine. It is known with such an engine to mount the injection nozzle in the cylinder head which forms said end wall and to locate it centrally of the cylinder and to form the crown of the piston with an annular recess.
  • the injection nozzle is provided with a plurality of outlet orifices and the fuel is delivered to the nozzle at a very high pressure.
  • the axes of the orifices incline downwardly a small amount from a diametrical plane including the orifices so that the fuel spray issuing from the orifices is directed into the annular space formed by the recess and the end wall of the cylinder.
  • Engines can be designed and have been designed, so that during the compression strokes of the cylinder there is substantial air motion within the cylinders.
  • modern direct injection engines are usually designed so that there is much less air motion and this means that more of the energy required to achieve mixing of the air and fuel has to be supplied by the fuel.
  • the pressure at which the fuel is supplied is therefore relatively high.
  • the size of the orifice should be reduced and/or the fuel pressure increased to improve atomisation of the fuel.
  • the diameter of the orifice needs to be reduced in approximate proportion to the distance of the orifice from the surface of the combustion chamber and such a small orifice would be very difficult to provide on a commercial basis.
  • increasing the fuel pressure by the required amount would also be difficult.
  • the object of the invention is to provide an engine of the kind specified in a simple and convenient form.
  • the fuel injection nozzle is offset from the axis of the cylinder and the surfaces of the crown of the piston and the end wall of the cylinder define between them a recess which extends away from the nozzle to a position close to the opposite wall of the cylinder, said recess having a generally wedge configuration in plan view and the nozzle having an orifice which in use directs a fuel spray into said recess.
  • Figure 2 is a plan view of the piston forming part of the engine illustrated in Figure 1,
  • FIG. 3 shows a section similar to Figure 1 to an engine modified in accordance with the invention
  • Figure 4 is a plan view of the piston of the engine seen in Figure 3.
  • Figure 5 is a plan view showing an alternative arrangement.
  • the engine which is illustrated in Figures 1 and 2 is known in the art and it will be seen to comprise a piston 10 which is slidably mounted in a cylinder 11 one end of which is closed by an end wall 12 conveniently the cylinder head of the engine.
  • the piston is shown almost at top dead centre and mounted in the end wall and coincident with the axis of the cylinder is a fuel injection nozzle 13 conveniently forming part of a fuel/injector.
  • the crown of the piston is provided with an annular recess 14 the depth of which increases as the distance from the axis of the cylinder increases the outer periphery of the recess 14 being defined by a generally cylindrical boundary wall 15.
  • the fuel injection nozzle is provided with a plurality of orifices 16 located about the injection nozzle and as will be seen from Figure 2, the flow of fuel through the orifices produces radially directed fuel sprays 17 which are directed towards the boundary wall 15.
  • the axes 18 of the orifices and therefore the fuel sprays incline downwardly by an angle A relative to the end wall 12 of the cylinder the axes generally following a middle path between the upper end wall 12 and the base wall or surf ce of the recess.
  • the diameter of the orifices in a typical example is 0.2 mm and the engine is of the type having a swept volume greater than or approximately equal to 1.5 litres per cylinder.
  • Figures 3 and 4 show views similar to Figures 1 and 2 but for an engine having a substantially lower swept volume per cylinder. It will be immediately apparent that the injection nozzle 13 is offset by a distance r from the axis of the cylinder and the recess 14 in the crown of the piston 20 is replaced by a recess 21 having a different shape. As will be seen from Figure 4 the recess has a generally wedge configuration in plan extending away from the axis of the nozzle. The section of the recess roughly corresponds to the shape of one half of the recess seen in Figure 1 and it increases in depth as the distance from the nozzle increases.
  • the recess has a generally part cylindrical boundary wall 22 and the nozzle is provided in the particular example, with three outlet orifices which produce fuel sprays 23 directed towards the boundary wall 22 but so arranged that the sprays remain out of contact with the side walls of the recess. Moreover, as with the example shown in Figure 1 the axes 24 of the orifices and therefore the fuel sprays incline downwardly by the angle A so that liquid phase fuel in the fuel sprays does not impinge upon the surface 12.
  • the recess is constructed so that the distance X of the cylindrical boundary wall 22 from the axis of the nozzle is as great as possible and substantially greater than the cylinder radius bearing in mind that it is necessary when the recess is formed in the crown of the piston, to leave a rim portion 27 of annular form, beyond the recess to maintain the strength of the piston.
  • the angle A is typically 10° but different orifices can have different angles A so that in effect the fuel sprays partially overlap when viewed in plan and this can be utilised to reduce the angle B between the sides of the recess.
  • the distance between the boundary wall 22 and the fuel injection nozzle 13 measured along the axes of the outer sprays is less than that of the centre spray.
  • the configuration of recess which is shown in Figure 5 may be adopted in which the end wall 22A is formed with a projection 25 which extends towards the fuel injection nozzle.
  • the boundary wall 22 and 22A is substantially parallel to the wall of the cylinder bore however, and as shown in dotted outline in Figure 3, the boundary wall may be provided with a lip 26 extending part way or about the whole of the recess. This lip in the use of the engine will result in a squish type of air motion as the piston moves towards the top dead centre position during the compression stroke. The lip need not extend to the full height of the boundary wall.
  • the examples described have the recess formed in the crown of the piston however, it is equally possible to arrange for the recess to be formed in the end wall 12 that is to say in the cylinder head of the engine. In this case the axes of the orifices would incline upwardl .

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

A compression ignition engine has a piston (20) reciprocable within a cylinder (11), the cylinder having an end wall (12) in which is mounted a fuel injection nozzle (13). The nozzle is mounted in the end wall at a position offset from the axis of the piston and has a spray orifice which directs a fuel spray into a wedge shaped recess (21) which is defined between the end wall (12) and the crown of the piston. The recess increases in depth as the distance from the nozzle increases and is provided with a part cylindrical boundary wall (22, 22A).

Description

COMPRESSION IGNITION ENGINE
This invention relates to a compression ignition engine having a piston reciprocable in a cylinder, an end wall to the cylinder and a fuel injection nozzle mounted in said end wall and operable to deliver fuel into a combustion space defined by the crown of the piston, the wall of the cylinder and said end wall.
Such an engine is known as a direct injection engine. It is known with such an engine to mount the injection nozzle in the cylinder head which forms said end wall and to locate it centrally of the cylinder and to form the crown of the piston with an annular recess. The injection nozzle is provided with a plurality of outlet orifices and the fuel is delivered to the nozzle at a very high pressure. The axes of the orifices incline downwardly a small amount from a diametrical plane including the orifices so that the fuel spray issuing from the orifices is directed into the annular space formed by the recess and the end wall of the cylinder.
Engines can be designed and have been designed, so that during the compression strokes of the cylinder there is substantial air motion within the cylinders. However, modern direct injection engines are usually designed so that there is much less air motion and this means that more of the energy required to achieve mixing of the air and fuel has to be supplied by the fuel. The pressure at which the fuel is supplied is therefore relatively high.
It is found that with an engine of the aforesaid type in which the swept volume per cylinder is generally above 1.5 litres, there is little if any impingement of liquid phase fuel from the fuel spray on the surfaces forming the combustion chamber and as a result there is very little smoke in the engine exhaust. In a typical example the orifice size is 0.2 mm and the nozzle is part of a so-called unit injector. As the swept volume is reduced the diameters of the cylinder and piston become smaller and it is found that with the same orifice size and fuel pressure, there is an increased tendency for the surfaces of the combustion chamber to be wetted by liquid phase fuel and as a result there is an increase in the level of smoke in the engine exhaust. In order to reduce the risk of wetting of the surfaces the size of the orifice should be reduced and/or the fuel pressure increased to improve atomisation of the fuel. The diameter of the orifice needs to be reduced in approximate proportion to the distance of the orifice from the surface of the combustion chamber and such a small orifice would be very difficult to provide on a commercial basis. Moreover, increasing the fuel pressure by the required amount would also be difficult.
The object of the invention is to provide an engine of the kind specified in a simple and convenient form.
According to the invention in a compression ignition engine of the kind specified the fuel injection nozzle is offset from the axis of the cylinder and the surfaces of the crown of the piston and the end wall of the cylinder define between them a recess which extends away from the nozzle to a position close to the opposite wall of the cylinder, said recess having a generally wedge configuration in plan view and the nozzle having an orifice which in use directs a fuel spray into said recess.
The invention will now be illustrated by reference to the accompanying drawings in which:- Figure 1 shows a part sectional side elevation through the upper portion of the cylinder of an engine,
Figure 2 is a plan view of the piston forming part of the engine illustrated in Figure 1,
Figure 3 shows a section similar to Figure 1 to an engine modified in accordance with the invention,
Figure 4 is a plan view of the piston of the engine seen in Figure 3, and
Figure 5 is a plan view showing an alternative arrangement.
The engine which is illustrated in Figures 1 and 2 is known in the art and it will be seen to comprise a piston 10 which is slidably mounted in a cylinder 11 one end of which is closed by an end wall 12 conveniently the cylinder head of the engine. The piston is shown almost at top dead centre and mounted in the end wall and coincident with the axis of the cylinder is a fuel injection nozzle 13 conveniently forming part of a fuel/injector.
The crown of the piston is provided with an annular recess 14 the depth of which increases as the distance from the axis of the cylinder increases the outer periphery of the recess 14 being defined by a generally cylindrical boundary wall 15.
The fuel injection nozzle is provided with a plurality of orifices 16 located about the injection nozzle and as will be seen from Figure 2, the flow of fuel through the orifices produces radially directed fuel sprays 17 which are directed towards the boundary wall 15. As will be observed from Figure 1, the axes 18 of the orifices and therefore the fuel sprays, incline downwardly by an angle A relative to the end wall 12 of the cylinder the axes generally following a middle path between the upper end wall 12 and the base wall or surf ce of the recess. As stated the diameter of the orifices in a typical example is 0.2 mm and the engine is of the type having a swept volume greater than or approximately equal to 1.5 litres per cylinder.
With the arrangement described the liquid phase fuel from fuel spray hardly reaches the boundary wall 15 neither does it impinge upon the surfaces of the recess or the end wall 12 and as a result there is very little smoke in the engine exhaust.
Referring now to Figures 3 and 4 these show views similar to Figures 1 and 2 but for an engine having a substantially lower swept volume per cylinder. It will be immediately apparent that the injection nozzle 13 is offset by a distance r from the axis of the cylinder and the recess 14 in the crown of the piston 20 is replaced by a recess 21 having a different shape. As will be seen from Figure 4 the recess has a generally wedge configuration in plan extending away from the axis of the nozzle. The section of the recess roughly corresponds to the shape of one half of the recess seen in Figure 1 and it increases in depth as the distance from the nozzle increases. The recess has a generally part cylindrical boundary wall 22 and the nozzle is provided in the particular example, with three outlet orifices which produce fuel sprays 23 directed towards the boundary wall 22 but so arranged that the sprays remain out of contact with the side walls of the recess. Moreover, as with the example shown in Figure 1 the axes 24 of the orifices and therefore the fuel sprays incline downwardly by the angle A so that liquid phase fuel in the fuel sprays does not impinge upon the surface 12. The recess is constructed so that the distance X of the cylindrical boundary wall 22 from the axis of the nozzle is as great as possible and substantially greater than the cylinder radius bearing in mind that it is necessary when the recess is formed in the crown of the piston, to leave a rim portion 27 of annular form, beyond the recess to maintain the strength of the piston.
By the arrangement described it is possible to maximise the distance from the injector tip to the opposite wall along the spray axis and retain the same size of orifice in the fuel injection nozzle and to operate at the same fuel pressure and to avoid impingement of liquid phase fuel to any substantial extent, upon the surfaces of the recess and the end wall defining the combustion chamber even when the size of the piston and cylinder are substantially reduced.
In the example the angle A is typically 10° but different orifices can have different angles A so that in effect the fuel sprays partially overlap when viewed in plan and this can be utilised to reduce the angle B between the sides of the recess.
It will be appreciated that in the arrangement shown in Figure 4 the distance between the boundary wall 22 and the fuel injection nozzle 13 measured along the axes of the outer sprays is less than that of the centre spray. This in itself does not raise any particular problems however, if desired the configuration of recess which is shown in Figure 5 may be adopted in which the end wall 22A is formed with a projection 25 which extends towards the fuel injection nozzle. In the arrangements shown in Figures 3-5 inclusive the boundary wall 22 and 22A is substantially parallel to the wall of the cylinder bore however, and as shown in dotted outline in Figure 3, the boundary wall may be provided with a lip 26 extending part way or about the whole of the recess. This lip in the use of the engine will result in a squish type of air motion as the piston moves towards the top dead centre position during the compression stroke. The lip need not extend to the full height of the boundary wall.
The examples described have the recess formed in the crown of the piston however, it is equally possible to arrange for the recess to be formed in the end wall 12 that is to say in the cylinder head of the engine. In this case the axes of the orifices would incline upwardl .

Claims

1. A compression ignition engine having a piston (20) reciprocable within a cylinder (11), an end wall (12) to the cylinder and a fuel injection nozzle (13) mounted in said end wall, characterised in that the fuel injection nozzle is offset a substantial extent from the axis of the cylinder (11) towards a point close to the wall of the cylinder and the surfaces of the crown of the piston (20) and the end wall (12) of the cylinder define between them a recess (21) which extends away from the nozzle, to a position close to the opposite wall of the cylinder, the recess having a generally wedge configuration in plan view extending away from the axis of the nozzle (13), and the nozzle having an orifice (16) which in use directs a fuel spray into said recess (21).
2. An engine according to Claim 1, characterised in that said recess (21) is formed in the crown of the piston (20) and terminates in a boundary wall (22, 22A) of part cylindrical form leaving a rim portion (27) between the boundary wall and the cylinder wall (11), said rim portion being of annular form.
3. An engine according to Claim 2, characterised in that the depth of said recess (21) increases as the distance from the nozzle increases.
4. An engine according to Claim 2, in which said boundary wall (22A) is formed with a projection (25) extending towards the nozzle (13).
5. An engine according to any one of the preceding claims, characterised in that part of said boundary wall (22, 22A) inclines inwardly in the direction away from the base wall of the recess (21) towards the axis of the piston (20).
6. An engine according to Claim 2, in which the length of the recess is substantially greater than the radius of the cylinder.
PCT/GB1992/000117 1991-01-26 1992-01-21 Compression ignition engine WO1992013190A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB9101761.6 1991-01-26
GB919101761A GB9101761D0 (en) 1991-01-26 1991-01-26 Compression ignition engine

Publications (1)

Publication Number Publication Date
WO1992013190A1 true WO1992013190A1 (en) 1992-08-06

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Application Number Title Priority Date Filing Date
PCT/GB1992/000117 WO1992013190A1 (en) 1991-01-26 1992-01-21 Compression ignition engine

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AU (1) AU1179892A (en)
GB (1) GB9101761D0 (en)
WO (1) WO1992013190A1 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0589178A1 (en) * 1992-08-27 1994-03-30 MAN Nutzfahrzeuge Aktiengesellschaft Shape of the combustion chamber for air compressing, self-ignited engines
EP0683306A1 (en) * 1994-04-19 1995-11-22 MAN Nutzfahrzeuge Aktiengesellschaft Combustion chamber shape for an air compressing, self igniting combustion engine with turbocompressor
EP2233717A1 (en) * 2007-12-17 2010-09-29 IHI Corporation Fuel injection method for diesel engine and diesel engine

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR851052A (en) * 1939-01-29 1940-01-02 Bu Ssing Nag Vereinigte Nutzkr Antechamber internal combustion engine
FR2590935A1 (en) * 1985-12-03 1987-06-05 Ustav Pro Vyzkum Motorovych Vo Combustion chamber, especially for internal combustion engine

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR851052A (en) * 1939-01-29 1940-01-02 Bu Ssing Nag Vereinigte Nutzkr Antechamber internal combustion engine
FR2590935A1 (en) * 1985-12-03 1987-06-05 Ustav Pro Vyzkum Motorovych Vo Combustion chamber, especially for internal combustion engine

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0589178A1 (en) * 1992-08-27 1994-03-30 MAN Nutzfahrzeuge Aktiengesellschaft Shape of the combustion chamber for air compressing, self-ignited engines
EP0683306A1 (en) * 1994-04-19 1995-11-22 MAN Nutzfahrzeuge Aktiengesellschaft Combustion chamber shape for an air compressing, self igniting combustion engine with turbocompressor
EP2233717A1 (en) * 2007-12-17 2010-09-29 IHI Corporation Fuel injection method for diesel engine and diesel engine
EP2233717A4 (en) * 2007-12-17 2011-05-11 Ihi Corp Fuel injection method for diesel engine and diesel engine
US8418673B2 (en) 2007-12-17 2013-04-16 Ihi Corporation Fuel injection method for diesel engine and diesel engine

Also Published As

Publication number Publication date
AU1179892A (en) 1992-08-27
GB9101761D0 (en) 1991-03-13

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