WO2015029985A1 - 内燃機関 - Google Patents
内燃機関 Download PDFInfo
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- WO2015029985A1 WO2015029985A1 PCT/JP2014/072263 JP2014072263W WO2015029985A1 WO 2015029985 A1 WO2015029985 A1 WO 2015029985A1 JP 2014072263 W JP2014072263 W JP 2014072263W WO 2015029985 A1 WO2015029985 A1 WO 2015029985A1
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- WIPO (PCT)
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- piston
- ceramic member
- internal combustion
- combustion engine
- combustion chamber
- Prior art date
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
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- 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
- F02B23/0672—Omega-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 center axis
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/0015—Multi-part pistons
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/0084—Pistons the pistons being constructed from specific materials
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/02—Pistons having means for accommodating or controlling heat expansion
- F02F3/04—Pistons having means for accommodating or controlling heat expansion having expansion-controlling inserts
- F02F3/045—Pistons having means for accommodating or controlling heat expansion having expansion-controlling inserts the inserts being located in the crown
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/10—Pistons having surface coverings
- F02F3/12—Pistons having surface coverings on piston heads
- F02F3/14—Pistons having surface coverings on piston heads within combustion chambers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/26—Pistons having combustion chamber in piston head
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/28—Other pistons with specially-shaped head
- F02F3/285—Other pistons with specially-shaped head the head being provided with an insert located in or on the combustion-gas-swept surface
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/52—Systems for actuating EGR valves
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- 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
- F02B23/0603—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 at least part of the interior volume or the wall of the combustion space being made of material different from the surrounding piston part, e.g. combustion space formed within a ceramic part fixed to a metal piston head
- F02B2023/0612—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 at least part of the interior volume or the wall of the combustion space being made of material different from the surrounding piston part, e.g. combustion space formed within a ceramic part fixed to a metal piston head the material having a high temperature and pressure resistance, e.g. ceramic
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/07—Mixed pressure loops, i.e. wherein recirculated exhaust gas is either taken out upstream of the turbine and reintroduced upstream of the compressor, or is taken out downstream of the turbine and reintroduced downstream of the compressor
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/34—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with compressors, turbines or the like in the recirculation passage
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
- F02M26/44—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders in which a main EGR passage is branched into multiple passages
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
- F05C2203/00—Non-metallic inorganic materials
- F05C2203/08—Ceramics; Oxides
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
- F05C2203/00—Non-metallic inorganic materials
- F05C2203/08—Ceramics; Oxides
- F05C2203/0804—Non-oxide ceramics
- F05C2203/083—Nitrides
- F05C2203/0843—Nitrides of silicon
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
- F05C2203/00—Non-metallic inorganic materials
- F05C2203/08—Ceramics; Oxides
- F05C2203/0865—Oxide ceramics
- F05C2203/0869—Aluminium oxide
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
- F05C2203/00—Non-metallic inorganic materials
- F05C2203/08—Ceramics; Oxides
- F05C2203/0865—Oxide ceramics
- F05C2203/0886—Silica
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
- F05C2203/00—Non-metallic inorganic materials
- F05C2203/08—Ceramics; Oxides
- F05C2203/0865—Oxide ceramics
- F05C2203/0895—Zirconium oxide
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- 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
- the present invention relates to an internal combustion engine which is provided in a machine (work machine) such as an automobile and burns fuel in an engine body to take out power.
- the exhaust gas recirculation device for recirculating part of exhaust gas of the internal combustion engine during the intake of a large amount
- the mainstream method is to carry out low temperature combustion such as introducing EGR gas (exhaust gas after combustion) into the combustion chamber to lower the combustion temperature.
- EGR device one disclosed in, for example, JP-A-5-163970 is known.
- a supercharger for supercharging intake air supplied to the combustion chamber of the internal combustion engine is used.
- a supercharger for example, one disclosed in Japanese Utility Model Application Laid-Open No. 4-54926 etc. is known.
- gasoline engine gasoline engine
- diesel engine diesel engine
- the combustion pressure in gasoline engines is currently several MPa
- the combustion pressure in diesel engines is currently about 10 to 15 MPa, and in the future the combustion pressure of diesel engines will be about 20 to 30 MPa. It is expected to be a degree.
- the fuel injection pressure in gasoline engines is currently about 1 MPa (direct injection about 10 MPa) at present
- the fuel injection pressure in diesel engines is currently about 200 MPa at present, and in the future the fuel for diesel engines It is expected that the injection pressure will be about 250 MPa to 300 MPa or so.
- the material of the piston or the like whose crown surface faces the combustion chamber of the internal combustion engine is an aluminum alloy
- the aluminum alloy is lightweight, but the intake air supplied to the combustion chamber is supercharged.
- the increase in combustion pressure in the combustion chamber causes the problem of insufficient strength of a piston or the like made of an aluminum alloy as a material.
- the material of the piston or the like in the internal combustion engine is an aluminum alloy
- the heat conductivity thereof is high, so that the wall surface temperature of the crown surface portion of the piston or the like can not be maintained high.
- the fuel is injected, the fuel adheres to the crown surface of the piston and is cooled, so that the fuel may be vaporized as an unburned substance.
- the high thermal conductivity of the aluminum alloy may cause a decrease in thermal efficiency due to heat loss.
- due to the low hardness of the aluminum alloy there is a problem that erosion by fuel injection is likely to occur when used for a long time.
- the material of the piston is an aluminum alloy
- the aluminum alloy has a low Young's modulus and a low heat resistance, so that it is more likely to be deformed particularly at a high temperature. Therefore, if the combustion pressure in the combustion chamber becomes high, there is a possibility that the piston may be deformed at high temperature.
- a high temperature portion may be locally generated at a lip portion provided at an inner edge portion around the opening at the top surface of the crown surface portion of the piston, and the lip portion may be broken.
- JP-A-4-97964 and JP-A-4-227455 there is described a technique for making a lip portion heat-resistant in a piston made of an aluminum alloy, but in the invention disclosed in these publications, the lip is disclosed. Only the improvement of the part was carried out, and the heat resistance and insulation were not carried out over the entire inner surface of the combustion chamber.
- the heavy duty diesel vehicles among diesel Heavy Duty Diesel
- Diesel Diesel
- the low-speed rotation and high load of the internal combustion engine has been required, in this case
- a material such as a piston in an internal combustion engine is also wear resistant and has a higher strength.
- cast iron or steel as a material of a piston or the like in an internal combustion engine.
- the weight of a piston or the like in the internal combustion engine is increased, which in turn increases the weight of the internal combustion engine.
- the present invention has been made in consideration of such points, and in the case where low temperature combustion is performed by increasing the ignition delay of the mixture of fuel and air in the combustion chamber, the ceramic on the crown surface of the piston
- the member made of a material By arranging the member made of a material, it is possible to maintain a high wall surface temperature of the portion where the fuel is injected by the fuel injection portion in the crown surface portion of the piston, whereby the fuel injected into the combustion chamber is unburned
- it becomes possible to prevent vaporization as a substance it is possible to reduce the amount of unburned emissions, and also to suppress high temperature deformation caused in the aluminum alloy as the combustion pressure increases.
- weight reduction can be achieved as compared with the case where cast iron or steel is used as a material for a piston or the like in an internal combustion engine, and the crown surface portion of the piston has high strength.
- an object thereof is to provide an internal combustion engine capable of corresponding to an increase in combustion pressure in the combustion chamber by as.
- An internal combustion engine comprises a combustion chamber, a fuel injection portion for injecting fuel into the combustion chamber, a cylinder, and a piston which reciprocates in the cylinder and whose crown surface faces the combustion chamber And an ignition delay increasing means for increasing an ignition delay of a mixture of fuel and air in the combustion chamber, and made of ceramic in at least a portion of the crown surface portion of the piston where the fuel is injected by the fuel injection portion.
- a member is provided.
- the heat loss in the combustion chamber can be reduced, since the wall surface temperature of the combustion chamber is maintained high by the ceramic member, the gas temperature in the combustion chamber is increased. There has been a problem that the mixing efficiency with the air due to the viscosity deterioration of the fuel and the intake efficiency are deteriorated, so there are various inhibiting factors in applying the ceramic member to the whole combustion chamber.
- the combustion temperature in the combustion chamber is locally instantaneously set to a size within the range of 1300K to 1800K.
- the main object is to prevent the fuel injected into the combustion chamber in such low temperature combustion from being vaporized as an unburned substance when adhering to the crown surface of the piston. Therefore, when high temperature combustion is performed such that the combustion temperature is locally instantaneously sized within the range of 1500 K to 2500 K, as in the conventional case, the ceramic member is applied to the entire combustion chamber, The problems to be solved by the invention and the effects of the ceramic member are completely different.
- Japanese Patent Application Laid-Open Nos. 56-143328 and 1-318750 As disclosed in the publication, a ceramic member is used at a location where stress is likely to be concentrated in the fastening structure, but in such a case, the ceramic member becomes a complicated structure, and the ceramic member is also used. There was a problem with the heat capacity because there was a large amount of usage.
- the ceramic member when low temperature combustion is performed in the combustion chamber, the ceramic member is disposed on the crown surface of the piston, and the manufacturing cost can be reduced by minimizing the amount of ceramic member used. It can be reduced.
- the present invention in which the ceramic member is disposed on the crown surface portion of the piston, has a conventional instantaneous combustion temperature ranging from 1500 K to 2500 K locally. This technique is completely different from the above-mentioned technique when high-temperature combustion is performed so as to have an internal size.
- the ceramic member may be combined with other types of members constituting the piston.
- the ceramic member may be composited with the metal material constituting the piston.
- the ceramic member may be combined with other kinds of members constituting the piston by mechanical bonding, bonding, shrink fitting, press fitting, or casting.
- the ceramic member may be molded by molding, CIP molding, extrusion molding, injection molding, cast molding or gel cast molding.
- gel cast molding used in the present invention methods disclosed in JP 2010-192889, JP 2011-046002, JP 2011-134537, and the like are used. .
- the crown surface portion of the piston is provided with a cavity which constitutes a part of the combustion chamber and into which the fuel is injected by the fuel injection portion, and the ceramic member is It may be arrange
- the magnitude of the overhang rate represented by the following equation may be in the range of 0.57 to 0.96.
- Overhang rate d1 / d2 d1: The diameter of the diameter of the boundary between the ceramic member and other types of members on the top surface of the crown surface of the piston d2: The ceramic member and other types of members in the radial direction of the piston Maximum size of the diameter of the boundary between the ceramic member and other types of members on the top surface of the crown surface of the piston d2: The ceramic member and other types of members in the radial direction of the piston Maximum size of the diameter of the boundary between
- the ceramic member may be disposed on the entire crown surface of the piston.
- Another internal combustion engine according to the present invention reciprocates in a combustion chamber, a fuel injection portion for injecting fuel into the combustion chamber, a cylinder, and the cylinder, and a crown surface thereof faces the combustion chamber
- a piston and an ignition delay increasing means for increasing an ignition delay of a mixture of fuel and air in the combustion chamber are provided, and a ceramic member is disposed on the crown surface of the piston.
- a cylinder liner facing the outer surface of the piston is provided inside the cylinder, and a ceramic member at least at a portion facing the crown surface of the piston in the cylinder liner. May be disposed.
- the ceramic member disposed on the cylinder liner may be made of the same material as the ceramic member disposed on the crown surface of the piston.
- the ceramic member disposed on the cylinder liner may be made of a material different from the ceramic member disposed on the crown surface of the piston.
- the ceramic member disposed in the cylinder liner may be made of a porous body having open pores connected thereto.
- silicon nitride, alumina, mullite, sialon, stabilized zirconia, silica, and a mixture containing at least one of the foregoing materials may be used.
- the ceramic member disposed on the crown surface of the piston As a material of the ceramic member disposed on the crown surface of the piston, one having a thermal conductivity of 30 W (m ⁇ K) or less may be used.
- the ceramic member disposed on the crown surface of the piston one having a thermal conductivity of 20 W (m ⁇ K) or less may be used.
- silicon nitride, sialon, stabilized zirconia, and a mixture containing at least one of the foregoing materials may be used as the material of the ceramic member disposed on the crown surface of the piston. Good.
- the ignition delay increasing means performs exhaust gas recirculation (EGR, Exhaust Gas Recirculation) such that a part of exhaust gas after combustion in the combustion chamber is taken out and re-intaked.
- the exhaust gas recirculation may increase the ignition delay of the mixture of fuel and air in the combustion chamber.
- the ignition delay increasing means may set the EGR rate in exhaust gas recirculation to 15% or more.
- the ignition delay increasing means sets a compression ratio, which is a ratio of the maximum volume to the minimum volume of the combustion chamber whose volume is changed by the reciprocating movement of the piston, to 17 or less.
- the ignition delay of the mixture with air may be increased.
- the ignition delay increasing means advances or delays the fuel injection timing so that the main heat generation is started after the end of the main fuel injection in the combustion chamber, whereby the mixture of the fuel and the air in the combustion chamber
- the ignition delay of the engine may be increased.
- a supercharger may be provided to supercharge the intake air supplied to the combustion chamber.
- FIG. 3 is a longitudinal sectional view showing an example of the configuration of a cylinder and a piston in the internal combustion engine shown in FIG. 2;
- FIG. 5 is an enlarged vertical cross-sectional view showing an example of the configuration of a crown surface of the piston shown in FIG. 3;
- FIG. 6 is an enlarged vertical cross-sectional view showing another example of the configuration of the crown portion of the piston shown in FIG. 3;
- FIG. 14 is an enlarged vertical cross-sectional view showing still another example of the configuration of the crown portion of the piston shown in FIG. 3;
- FIG. 5 is a longitudinal sectional view showing another example of the configuration of the cylinder and the piston in the internal combustion engine shown in FIG. 2; It is a table
- FIG. 1 to 8 are diagrams showing an internal combustion engine according to the present embodiment and an internal combustion engine system provided with the internal combustion engine.
- FIG. 1 is a configuration diagram showing a schematic configuration of an internal combustion engine system provided with an internal combustion engine according to the present embodiment
- FIG. 2 is a longitudinal sectional view showing a configuration of the internal combustion engine according to the present embodiment.
- is there. 3 is a longitudinal sectional view showing an example of the configuration of the cylinder and the piston in the internal combustion engine shown in FIG. 4 to 6 are enlarged longitudinal sectional views showing various examples of the configuration of the crown surface portion of the piston shown in FIG.
- FIG. 1 is a configuration diagram showing a schematic configuration of an internal combustion engine system provided with an internal combustion engine according to the present embodiment
- FIG. 2 is a longitudinal sectional view showing a configuration of the internal combustion engine according to the present embodiment.
- is there. 3 is a longitudinal sectional view showing an example of the configuration of the cylinder and the piston in the internal combustion engine shown in FIG. 4 to 6 are enlarged longitudinal
- FIG. 7 is a longitudinal sectional view showing another example of the configuration of the cylinder and the piston in the internal combustion engine shown in FIG.
- FIG. 8 is a table
- an internal combustion engine system 10 includes an internal combustion engine 20, an intake passage 40, an exhaust passage 50, a turbocharger 60, and an EGR unit 70.
- the internal combustion engine system 10 as shown in FIG. 1 is generally used as a diesel engine.
- the internal combustion engine 20 is a so-called multi-cylinder engine and has a plurality of cylinders.
- an intake port 32 and an exhaust port 34 are provided corresponding to each cylinder.
- the crankshaft 21 is rotationally driven by combustion of the air-fuel mixture in each cylinder, and the exhaust port 34 is The exhaust gas after combustion is discharged from each cylinder.
- an intake passage 40 is connected to the internal combustion engine 20.
- the intake passage 40 has an intake pipe 42 and an intake manifold 44.
- the intake manifold 44 is provided to connect the intake pipe 42 and the intake port 32 corresponding to each cylinder in the internal combustion engine 20.
- An air cleaner 46 is interposed upstream of the intake pipe 42 in the intake air flow direction.
- an exhaust passage 50 is connected to the internal combustion engine 20.
- the exhaust passage 50 has an exhaust pipe 52 and an exhaust manifold 54.
- the exhaust manifold 54 is provided to connect the exhaust pipe 52 and the exhaust port 34 corresponding to each cylinder in the internal combustion engine 20.
- an exhaust gas purification catalyst 56 for purifying the exhaust gas flowing through the exhaust pipe 52 is interposed downstream of the exhaust pipe 52 in the exhaust gas flow direction.
- the turbocharger 60 has a turbo compressor 62 and a turbine 64.
- the turbo compressor 62 is interposed downstream of the air cleaner 46 in the intake air flow direction of the intake pipe 42.
- the turbine 64 is interposed upstream of the exhaust purification catalyst 56 in the exhaust gas flow direction with respect to the exhaust pipe 52.
- the turbocharger 60 is configured to supercharge the intake air flowing through the intake pipe 42 by the turbo compressor 62 as the turbine 64 is rotationally driven by the exhaust gas flowing through the exhaust pipe 52.
- such a turbocharger 60 constitutes a supercharger for supercharging intake air supplied to a combustion chamber 26 (described later) of the internal combustion engine 20.
- the EGR unit 70 includes an EGR passage 72, an EGR compressor 73, an EGR valve 74, an EGR cooler 75, a bypass pipeline 76, and a control valve 77.
- the EGR passage 72 is a passage for EGR gas (exhaust gas after combustion), and is upstream of the turbine 64 in the exhaust pipe 52 in the exhaust flow direction and in the intake flow direction of the turbo compressor 62 in the intake pipe 42. It is provided to connect with the downstream side of. Specifically, in the present embodiment, the upstream end of the EGR passage 72 in the EGR gas flow direction is connected to the collecting portion in the exhaust manifold 54.
- the EGR compressor 73 is interposed in the EGR passage 72 at an upstream position in the EGR gas flow direction.
- the EGR compressor 73 is provided to pressure-feed the EGR gas toward the intake pipe 42 in the EGR gas flowing direction.
- a power transmission mechanism 78 such as a gear mechanism is provided between the EGR compressor 73 and the crankshaft 21, and the EGR compressor 73 is a crankshaft via the power transmission mechanism 78. It is combined with 21.
- the EGR compressor 73 is configured to be always rotationally driven by receiving the rotational driving force of the crankshaft 21 through the power transmission mechanism 78.
- the EGR cooler 75 is interposed in the EGR passage 72 downstream of the EGR compressor 73 in the EGR gas flow direction.
- An EGR valve 74 is interposed on the EGR passage 72 further downstream in the EGR gas flow direction than the EGR cooler 75.
- the EGR valve 74 is an open / close valve whose opening degree can be adjusted, and is configured to be able to control a supply state (presence or absence of supply and supply amount) of the EGR gas to the intake pipe 42. That is, the EGR valve 74 adjusts the exhaust gas recirculation state (that is, the EGR rate) for the intake according to the opening degree.
- the EGR rate is a value obtained by dividing the amount of exhaust gas flowing into a combustion chamber 26 (described later) of the internal combustion engine 20 by the total amount of air flowing into the combustion chamber 26 and the amount of exhaust gas. In the present embodiment, as described later, the EGR rate is set to 15% or more.
- the bypass pipeline 76 is downstream of the EGR compressor 73 in the EGR passage 72 in the EGR gas flow direction (specifically, between the EGR compressor 73 and the EGR cooler 75) and the exhaust purification catalyst 56 in the exhaust pipe 52. Is also provided to connect the downstream side in the exhaust flow direction. That is, the bypass pipeline 76 is branched from a position downstream of the EGR compressor 73 and upstream of the EGR valve 74 in the EGR gas flow direction.
- a control valve 77 is interposed in the bypass line 76.
- the control valve 77 is an open / close valve whose opening degree can be adjusted, and is provided to control the communication state between the EGR passage 72 and the exhaust pipe 52 via the bypass pipe line 76.
- the ignition delay in the combustion chamber 26 becomes long.
- the ignition delay of the mixture of fuel and air in the combustion chamber 26 of the internal combustion engine 20 is increased by exhaust gas recirculation by the EGR unit 70.
- the ignition delay increasing means for increasing the ignition delay of the air-fuel mixture is such that the EGR rate is made 15% or more by adjusting the opening degree of the EGR valve 74, thereby making the ignition delay of the air-fuel mixture It is supposed to increase more surely.
- the ignition delay increasing means sets the compression ratio, which is the ratio of the maximum volume to the minimum volume of the combustion chamber 26 of the internal combustion engine 20, to 17 or less, or starts main heat generation in the combustion chamber 26 after main fuel injection ends. By advancing or retarding the fuel injection timing, the ignition delay of the mixture of fuel and air in the combustion chamber 26 may be further increased.
- the combustion temperature in the combustion chamber 26 is locally instantaneously 1300 K
- Low-temperature combustion can be performed to a size in the range of up to 1800 K
- the combustion temperature in the combustion chamber 26 as it was a long time ago is locally instantaneously large in the range of 1500 K to 2500 K
- the amount of exhaust gas such as CO 2 and NO x can be reduced as compared with the case of high temperature combustion where the temperature is long.
- the internal combustion engine 20 includes a combustion chamber 26, a fuel injection unit 31 for injecting fuel into the combustion chamber 26, a substantially cylindrical cylinder 22, and the vertical direction in FIG. Reciprocate, and the combustion chamber 26 has a piston 24 whose crown surface faces.
- an intake port 32 and an exhaust port 34 communicate with the combustion chamber 26, and intake air is sent from the intake pipe 42 of the intake passage 40 to the combustion chamber 26 via the intake port 32.
- the exhaust gas is sent from the combustion chamber 26 to the exhaust pipe 52 of the exhaust passage 50 through the exhaust port 34.
- an intake valve 33 and an exhaust valve 35 are provided in the intake port 32 and the exhaust port 34, respectively, and the intake valve 33 opens and closes between the intake port 32 and the combustion chamber 26, and the exhaust valve 35 Opening and closing between the exhaust port 34 and the combustion chamber 26 are performed.
- the fuel injection unit 31 is formed of, for example, a solenoid type injector having an injection hole opened in the combustion chamber 26. By injecting the fuel into the combustion chamber 26, the fuel is naturally ignited in the combustion chamber 26. It has become.
- the internal combustion engine 20 operates by spontaneously igniting and burning the fuel injected from the fuel injection unit 31 in the combustion chamber 26. More specifically, a crank mechanism 36 is disposed at the lower end of the piston 24 via a connecting rod 29. When fuel is burned in the combustion chamber 26, the piston 24 reciprocates in the vertical direction in FIG. The reciprocating motion transmitted from the piston 24 to the crank mechanism 36 via the connecting rod 29 is converted to rotational motion by the crank mechanism 36. Thus, in the internal combustion engine 20, rotational driving force can be obtained.
- FIG. 3 An example of the configuration of the cylinder 22 and the piston 24 in the internal combustion engine 20 shown in FIG. 2 is shown in FIG.
- a cylindrical cylinder liner 23 is disposed inside the cylinder 22 so that the inner surface thereof faces the side surface of the piston 24.
- a plurality of piston rings 28 are provided on the side portions of the pistons 24 so that each piston ring 28 seals between the outer surface of the pistons 24 and the inner surface of the cylinder liner 23.
- a cavity 25 to which fuel is injected by the fuel injection unit 31 is provided on the crown surface of the piston 24, and this cavity 25 constitutes a part of the combustion chamber 26.
- the ceramic member 24 a is disposed at a position on the crown surface of the piston 24 at which the fuel is injected by at least the fuel injection unit 31. Specifically, as shown in FIG. 3, the ceramic member 24 a is disposed at a location facing at least the cavity 25 in the crown surface of the piston 24.
- a crown surface of the piston 24 is formed by combining the ceramic member 24a with the base portion made of the aluminum alloy 24b.
- composition of the ceramic member 24a means that a ceramic material is combined with a portion facing the cavity 25 in the base portion made of the aluminum alloy 24b, and made of bulk ceramic with a thickness of several millimeters. It means forming the member 24a.
- Examples of the method of compounding include mechanical bonding, bonding, shrink fitting, press-fitting, pouring and the like.
- the interface strength due to thermal stress is required, and in order to maintain the strength, the casted surface of the ceramic member 24a is roughened. It is also possible to enhance the anchor effect, to perform electroless plating, to coat the active metal, or to add an intermediate material to incline the thermal expansion.
- casting is preferable.
- examples of the casting method include gravity casting, low pressure casting, pressure casting, die casting and the like.
- the ceramic member 24 a disposed at a position where fuel is injected by at least the fuel injection portion 31 in the crown surface portion of the piston 24 can be manufactured by various ceramic forming methods.
- various ceramic forming methods there are mold molding, CIP molding (rubber press molding), extrusion molding, injection molding, cast molding, gel cast molding.
- processing may be performed after molding or firing.
- gel cast molding is particularly preferred.
- gel cast molding refers to a molding space of a mold containing a ceramic powder containing a ceramic powder, a dispersion medium and a gelling agent (a space for filling and molding the slurry, a space having the same shape as a desired ceramic molded body And a method of obtaining a ceramic molded body by curing and drying the charged ceramic slurry.
- the ceramic member 24a is formed by such gel cast forming, the ceramic slurry is poured into the forming space of the forming die and solidified as it is, so that complicated shapes can be formed as the form, and variations in density distribution or deformation Is less likely to occur.
- gel cast molding since it can be molded into a complicated shape, there is an advantage in that the processing cost of hard ceramics after firing can be suppressed.
- silicon nitride (Si 3 N 4 ) is used as the ceramic member 24 a disposed at a position facing the cavity 25 in the crown surface portion of the piston 24.
- silicon nitride Si 3 N 4
- other types of carbides B 4 C, TiC
- B 4 C, TiC may be used as ceramic members 24 a of piston 24 as long as they have wear resistance and low thermal conductivity.
- sialon SiAlON
- ZrO 2 stabilized zirconia
- the characteristics of the material used as such a ceramic member 24 a of the piston 24 will be described later.
- the material of the cylinder 22 and the cylinder liner 23 is cast iron.
- the material of the piston ring 28 is a metal material such as steel with CrN coating or hard Cr plating.
- the combustion temperature is locally localized in the combustion chamber 26.
- the piston 24 can be used to perform low-temperature combustion so as to instantaneously become a size within the range of 1300K to 1800K.
- the fuel adheres to the crown surface and is cooled, the fuel may be vaporized as an unburned substance.
- the ceramic member 24a is thermally conductive by disposing the ceramic member 24a at a location where fuel is injected by at least the fuel injection portion 31 in the crown surface of the piston 24. Since the rate is lower than that of the aluminum alloy, it is possible to maintain high wall surface temperature at a position where fuel is injected by the fuel injection portion 31 in the crown surface portion of the piston 24. This makes it possible to prevent the fuel injected into the combustion chamber 26 from being vaporized as an unburned substance, and hence the amount of unburned emissions can be reduced. Furthermore, by maintaining the wall surface temperature high, it is possible to suppress the formation of deposits on the surface of the combustion chamber 26 when used for a long time.
- the ceramic member 24a the heat insulating property of the crown surface portion of the piston 24 is improved, so that the heat loss in the combustion chamber 26 can be reduced.
- the EGR rate can be further increased in the internal combustion engine 20, and the internal combustion engine 20 can be made more efficient. so more can be reduced amount of exhaust gas such as CO 2 or NO X is possible.
- the ceramic member 24a is lightweight and has high strength and wear resistance
- cast iron is used as the piston by using the piston 24 in which the ceramic member 24a is combined with the aluminum alloy 24b.
- the ceramic member 24 a is disposed on the crown surface of the piston 24, the various advantages described above can be obtained. Therefore, in the vehicle equipped with the internal combustion engine 20 according to the present embodiment, Fuel efficiency can be improved.
- the material of the piston 24 is an aluminum alloy
- the aluminum alloy has a low Young's modulus and a low heat resistance, so that it becomes more likely to be deformed particularly at high temperatures. Therefore, if the combustion pressure in the combustion chamber 26 becomes high, the piston 24 may be deformed at high temperature.
- a high temperature portion may be locally generated at a lip portion provided on an inner edge portion around the opening at the top surface of the crown surface portion of the piston 24, and the lip portion may be damaged.
- the ceramic member 24a is disposed on the crown surface of the piston 24, the Young's modulus and the heat resistance strength of the ceramic member 24a are larger than those of the aluminum alloy, so the combustion pressure in the combustion chamber 26 is high.
- the piston 24 does not deform at high temperature. Further, even if a high temperature portion is locally generated in the lip portion provided on the inner edge portion around the opening on the top surface of the crown surface portion of the piston 24, the lip portion is not broken. The configuration of such a lip portion will be described later.
- FIGS. 4 to 6 are enlarged longitudinal sectional views showing various examples of the configuration of the crown surface portion of the piston 24 shown in FIG.
- a lip portion 24p is provided at the inner edge around the opening in the top surface (upper surface in FIG. 4) of the crown surface portion so that the cross-sectional shape in the longitudinal sectional view becomes an acute angle.
- the temperature of the lip portion 24p of the piston 24 becomes highest, but in the present embodiment the lip portion
- the heat resistance of the lip portion 24p can be improved by forming the 24p from the ceramic member 24a, and the lip portion 24p can be prevented from being damaged.
- a wall 24 q orthogonal to the top surface is provided at the inner edge around the opening in the top surface (upper surface in FIG. 5) of the crown surface. No lip portion is provided such that the cross-sectional shape in the figure has an acute angle. Further, in the piston 24 shown in FIG. 6, a lip 24r is provided on the inner edge around the opening in the top surface (upper surface in FIG. 6) of the crown surface, but this lip 24r is opposed to the top surface It has a curved and rounded shape.
- the temperature of the lip portion 24r of the piston 24 becomes highest, but in the present embodiment the lip portion
- the heat resistance of the lip portion 24r can be improved by forming the member 24r from the ceramic member 24a, and the lip portion 24r can be prevented from being damaged.
- an overhang relating to the shape and dimension of the boundary between the ceramic member 24 a and the aluminum alloy 24 b is used as one of the indices indicating the shape and dimension of the ceramic member 24 a provided on the crown surface of the piston 24.
- d1 is the size of the diameter of the boundary between the ceramic member 24a and the aluminum alloy 24b on the top surface (upper surface in FIGS. 4 to 6) of the crown surface of the piston 24, and d2 is the piston 24.
- d1 is the size of the diameter of the boundary between the ceramic member 24a and the aluminum alloy 24b on the top surface (upper surface in FIGS. 4 to 6) of the crown surface of the piston 24, and d2 is the piston 24.
- d1 is the size of the diameter of the boundary between the ceramic member 24a and the aluminum alloy 24b on the top surface (upper surface in FIGS. 4 to 6) of the crown surface of the piston 24
- d2 is the piston 24.
- the shape and dimensions of the boundaries are defined.
- Such an overhang rate is used as an indicator of the degree to which the ceramic member 24a does not separate from the aluminum alloy 24b even when the piston 24 is reciprocated at high speed in the cylinder 22.
- by forming the outer peripheral surface of the ceramic member 24a into a streamlined overhang shape stress concentration is less likely to occur in complexing with the aluminum alloy 24b as compared with the prior art, and it is complicated. There is no need to have a secure fastening structure.
- the ceramic member 24a may be separated from the aluminum alloy 24b when the piston 24 is reciprocated at high speed in the cylinder 22. .
- the ceramic member 24a in the case where the ceramic member 24a is cast in the base portion made of the aluminum alloy 24b, the ceramic member 24a is pressed by solidification and shrinkage of the aluminum alloy 24b at the time of manufacture. And, in order to reduce the thermal stress applied to the ceramic member 24a, since the strain relief annealing is performed at the working temperature of the aluminum alloy 24b or more (for example, about 200 to 400.degree. C.) at the time of cooling the casting.
- the overhang ratio is also set to prevent the ceramic member 24a from being separated from the aluminum alloy 24b. It is desirable to set it as 0.96 or less.
- the internal combustion engine 20 is required to have various shapes as the shape of the inner surface of the combustion chamber 26, especially the shape of the cavity 25 of the piston 24. ing.
- the ceramic member 24a is manufactured by gel cast molding, aluminum is formed by casting the ceramic member 24a on the base portion made of the aluminum alloy 24b to form the crown surface portion of the piston 24; Since the shape of the alloy 24b is constant, the overhang rate does not change regardless of the shape of the ceramic member 24a, and the above-mentioned overhang rate is determined by the shape of the aluminum alloy 24b.
- the shape of the ceramic member 24a can be changed to various shapes in accordance with the needs of the shape of the inner surface of the combustion chamber 26 as shown in FIGS.
- Various methods of producing the ceramic member 24a shaped as shown in FIGS. 4 to 6 by gel cast molding will be described below.
- a first method of manufacturing the ceramic member 24a there is a method of preparing two gel cast molding dies, and bonding and baking the moldings respectively formed by these two dies.
- a second method of producing the ceramic member 24a in the calcined body after gel cast molding, the inner surface of the combustion chamber 26 is moved to the inner side at the stage where processing is easier than after firing. There is a method to reduce the thickness of the side and then to bake it.
- the combustion chamber 26 can be easily processed as compared to after firing. There is a method of reducing the thickness of the inner side of the calcined body so that the inner side of the inner side of the inner side of the inner side, and then firing.
- the ceramic member 24a having the shape as shown in FIGS. 4 to 6 it is desirable to roughen the surface of the ceramic member 24a. Specifically, it is preferable to set the surface roughness Ra of the ceramic member 24a to, for example, 0.2 to 0.3 or more. As described above, when the surface of the ceramic member 24a is roughened, the surface anchor effect of the ceramic member 24a can enhance the fastening force between the ceramic member 24a and the aluminum alloy 24b. In addition, when the surface of the ceramic member 24a is roughened, air heat insulation can be performed at the gap portion microscopically generated between the ceramic member 24a and the aluminum alloy 24b.
- the surface roughness Ra of the ceramic member 24a is even if the surface is not machined after firing the calcined body.
- the size is 0.2 to 0.3 or more, and the surface of the ceramic member 24a is naturally roughened.
- surface roughening may be performed by blasting after firing.
- the ceramic member 24a when the ceramic member 24a is disposed on the crown surface of the piston 24, as shown in FIG. 7, the ceramic member 24a may be provided on the entire crown surface of the piston 24.
- the crown surface of the piston 24 is formed by casting the ceramic member 24a on the base portion made of the aluminum alloy 24b. It will be.
- the material of the cylinder 22 is an aluminum alloy
- a ceramic member 23 a is disposed at least in the portion of the cylinder liner 23 facing the crown surface portion of the piston 24.
- the cylinder liner 23 shown in FIG. 7 is formed by compounding a ceramic member 23a on the inner surface of a cylinder 22 made of an aluminum alloy by casting or the like.
- the ceramic member 23a disposed on the cylinder liner 23 may be formed by gel casting.
- the ceramic member 23a disposed on the cylinder liner 23 may be made of the same material as the ceramic member 24a disposed on the crown surface of the piston 24, or may be made of a material different from that of the ceramic member 24a. May be Specifically, silicon nitride (Si 3 N 4 ) may be used as the ceramic member 23 a disposed in the cylinder liner 23.
- Si 3 N 4 silicon nitride
- the ceramic member 23a disposed on the cylinder liner 23 is made of a material different from the ceramic member 24a disposed on the crown surface portion of the piston 24, the ceramic members 23a and 24a It is preferable that materials having no large difference in thermal expansion coefficient be used.
- the ceramic member 23a When the ceramic member 23a is disposed on the cylinder liner 23, the ceramic member 23a has a coefficient of thermal expansion in addition to the advantages when the ceramic member 24a is disposed on the crown surface of the piston 24 as described above. Due to the small size, it is suppressed that the clearance (clearance) between the piston 24 and the cylinder liner 23 changes even when a temperature change occurs in the combustion chamber 26, thereby suppressing the decrease in the thermal efficiency of the internal combustion engine 20. can do.
- the ceramic member 23a disposed on the cylinder liner 23 is made of a material different from the ceramic member 24a disposed on the crown surface of the piston 24, the ceramic member 23a of the cylinder liner 23 is used.
- a ceramic material such as porous silicon nitride (Si 3 N 4 ) having open pores connected to each other may be used.
- silicon nitride (Si 3 N 4 ) other types of carbides (B 4 C, B 4 C, and so on) having wear resistance and low thermal conductivity other than silicon nitride (Si 3 N 4 ) as the ceramic member 23 a of the cylinder liner 23 TiC, NbC, TaC, ZrC, etc.), alumina, mullite, sialon (SiAlON), stabilized zirconia (ZrO 2 ), silica (SiO 2 ), and a mixture containing at least one of the foregoing compounds (eg, alumina) And may be a silica mixture).
- the thing of particulate form and fibrous form (long fiber, short fiber) for the synthesis
- the cylinder liner 23 is formed by casting the ceramic member 23a on the inner surface of the cylinder 22 made of an aluminum alloy.
- the aluminum alloy comes into the pores of the ceramic member 23a, and the cylinder liner 23 becomes a composite material of silicon nitride (Si 3 N 4 ) and aluminum alloy.
- this casting in order to impregnate the molten aluminum alloy in the pores of the ceramic porous body, it is desirable to apply a pressing force.
- the wear resistance of the cylinder liner 23 can be maintained by the porous ceramic body, and the wear of the piston ring 28 due to the reciprocating motion of the piston 24 can be reduced.
- the aluminum alloy of the above-mentioned composite material of the cylinder liner 23 wears, but the worn portion becomes a place where oil is stored, and the lubricity of the cylinder liner 23 can be improved. become.
- thermo conductivity it measured by the laser flash method at room temperature according to JISR1611.
- the “thermal expansion coefficient” was measured according to JIS R1618. The measurement conditions were a temperature rising rate of 10 K / min under an argon gas atmosphere.
- hardness the hardness test at room temperature was done by Vickers hardness according to JISR1610.
- the thermal conductivity of the various types of ceramic materials described above is sufficiently smaller than the thermal conductivity of the aluminum alloy, so the ceramic member 24 a is at least injected into the crown surface of the piston 24.
- the low temperature combustion is performed such that the combustion temperature locally and instantaneously becomes a size within the range of 1300 K to 1800 K in the combustion chamber 26 by arranging the fuel injection part by the part 31.
- the wall surface temperature of the portion of the crown surface of the piston 24 where the ceramic member 24a is disposed can be maintained high. This makes it possible to prevent the fuel injected into the combustion chamber 26 from being vaporized as an unburned substance when it adheres to the crown surface of the piston 24, and hence the unburned exhaust Can be reduced.
- the wall surface temperature high, it is possible to suppress the formation of deposits on the surface of the combustion chamber 26 when used for a long time. Further, by using the ceramic member 24a, the heat insulating property of the crown surface portion of the piston 24 is improved, so that the heat loss in the combustion chamber 26 can be reduced.
- the hardness of various kinds of ceramic materials mentioned above is sufficiently larger than the hardness of 1000 Hv or more, which is higher than the hardness of aluminum alloy or cast iron,
- the members 24a and 23a are provided, even if the internal combustion engine 20 is used for a long period of time, such ceramic members 24a and 23a, etc. have smaller wear loss than aluminum alloy or cast iron.
- the Young's modulus of the above-mentioned ceramic material is 180 GPa or more, which is higher than that of aluminum alloy and cast iron, and is effective in suppressing high temperature deformation accompanying an increase in combustion pressure.
- Example 1a A ceramic member 24a provided on a piston 24 for a diesel engine shown in FIGS. 3 and 4 was manufactured by gel cast molding.
- the ceramic member 24a was prepared by preparing a slurry for molding, casting it in a molding die, gelling it and solidifying it to form a molded body, and sintering and sintering the molded body.
- a slurry for forming is obtained by adding and dispersing a dispersing agent to a dispersing medium at room temperature (about 20 ° C.), adding and dispersing a powder to the obtained dispersing agent to form a slurry, and further adding and dispersing a gelling agent The reaction was then carried out by adding the reaction medium.
- silicon nitride (Si 3 N 4 ) particles having an average particle diameter of 0.5 ⁇ m are used as powder, and yttrium oxide (Y 2 O 3 ) and alumina (Al 2 O) are used as sintering aids.
- Si 3 N 4 silicon nitride particles having an average particle diameter of 0.5 ⁇ m
- yttrium oxide (Y 2 O 3 ) and alumina (Al 2 O) are used as sintering aids.
- 3 using a mixture having a mass ratio of triacetin: dimethyl glutamate of 10: 90 as a dispersion medium, using polymaleic acid copolymer A as a dispersing agent, and modified hexamethylene diisocyanate (HDI) as a gelling agent And triethylamine as a reaction medium.
- HDI modified hexamethylene diisocyanate
- the prepared slurry for molding is cast in a molding die and left to stand for a certain period of time to gelate and solidify to form a molded body.
- Solidification conditions were 6 hours at room temperature.
- the firing conditions were set to 1800 ° C. for 3 hours under N 2 atmosphere.
- the size of the inner diameter of the cavity 25 in the silicon nitride after firing was set to 51.6 mm, and the thickness of the silicon nitride was set to about 4 mm.
- the surface of the silicon nitride after firing is easily roughened, and the surface roughness Ra is 1.5. Without machining the surface as it is, only the outer peripheral surface to be casted is 2-3 microns thick without any thickness.
- the electrolytic Ni plating was applied and casting was performed.
- a sintered body of silicon nitride was placed inside a mold for aluminum alloy casting, and was then subjected to preheating treatment at 600 ° C. for 1 hour as preheating treatment. Then, after casting an aluminum alloy melted at 800 ° C. in a mold in an inert argon gas atmosphere flow and holding for 15 minutes, nitriding is performed by controlled cooling by furnace cooling while pouring a fired body of silicon nitride. The piston 24 in which silicon and an aluminum alloy were compounded was produced. At this time, thermal stress generated between the silicon nitride and the aluminum alloy was reduced by performing strain relief annealing at 350 ° C. for 1 hour during controlled cooling.
- a highly heat-resistant casting AC8A alloy (JIS standard) to be applied to the piston 24 is selected, and a T6 treatment (JIS standard) is applied to heat treat the aluminum alloy after producing the piston 24 described above. ) was applied.
- the outer diameter of the aluminum alloy was made 84 mm by outer periphery processing, and it was set as the piston outer diameter.
- the characteristics of silicon nitride used in this example are shown in FIG. 8, but the thermal conductivity of the silicon nitride was 26 W / mK.
- the cast iron is processed into a shape to be disposed on the inner surface of the cylinder liner 23, and then the above-described cast iron member is disposed in a die for aluminum alloy casting, and then preheating at 200 ° C. before casting is performed. I did. Then, an aluminum alloy melted at 800 ° C. was cast in a mold and controlled cooling while casting a cast iron member, thereby producing a cylinder 22 in which cast iron and an aluminum alloy are combined.
- an AC4B alloy for casting JIS standard
- Example 1b The piston 24 and the cylinder 22 were manufactured in the same manner as in Example 1a described above, but in the present example, the overhang rate was 0.70.
- Example 1c The piston 24 and the cylinder 22 were produced in the same manner as in Example 1a above, but in this example, silicon nitride having a thermal conductivity of 10 W / mK was used.
- Example 1 d Although the piston 24 and the cylinder 22 were manufactured by the method similar to said Example 1a, the overhang rate was 0.60 in the present Example.
- Example 1e The piston 24 and the cylinder 22 were manufactured in the same manner as in Example 1a above, but in this example, silicon nitride having a thermal conductivity of 10 W / mK is used, and the overhang ratio is 0.60. did.
- Example 2 In the same manner as in Example 1a, samples were prepared in which the portions of the crown surface of the piston 24 to which the fuel was injected were sialon (SiAlON) and yttria stabilized zirconia (ZrO 2 ).
- sialon also easily roughened the surface after firing, the surface roughness Ra was 0.9, and casting was performed without machining the surface as it was.
- the characteristic of sialon used for a present Example is shown in FIG. 8, the heat conductivity of the said sialon was 15 W / mK.
- the thermal conductivity of the yttria-stabilized zirconia (ZrO 2 ) in Example 3 is 3 W / mK, and the surface is roughened by blasting the surface in producing the ceramic member.
- the surface roughness Ra was 0.5.
- Example 4a A ceramic member 24a provided on a piston 24 for a diesel engine shown in FIG. 7 was manufactured by gel cast molding.
- the ceramic member 24a was prepared by preparing a slurry for molding, casting it in a molding die, gelling it and solidifying it to form a molded body, and sintering and sintering the molded body.
- a slurry for forming is obtained by adding and dispersing a dispersing agent to a dispersing medium at room temperature (about 20 ° C.), adding and dispersing a powder to the obtained dispersing agent to form a slurry, and further adding and dispersing a gelling agent The reaction was then carried out by adding the reaction medium.
- silicon nitride (Si 3 N 4 ) particles having an average particle diameter of 0.5 ⁇ m are used as powder, and yttrium oxide (Y 2 O 3 ) and alumina (Al 2 O) are used as sintering aids.
- Si 3 N 4 silicon nitride particles having an average particle diameter of 0.5 ⁇ m
- yttrium oxide (Y 2 O 3 ) and alumina (Al 2 O) are used as sintering aids.
- 3 using a mixture having a mass ratio of triacetin: dimethyl glutamate of 10: 90 as a dispersion medium, using polymaleic acid copolymer A as a dispersing agent, and modified hexamethylene diisocyanate (HDI) as a gelling agent And triethylamine as a reaction medium.
- HDI modified hexamethylene diisocyanate
- the prepared slurry for molding is cast in a molding die and left to stand for a certain period of time to gelate and solidify to form a molded body.
- Solidification conditions were 6 hours at room temperature.
- the formed body was processed only in the inner surface portion of the cavity 25 after drying and calcination, and then fired to obtain a ceramic member 24a which is a sintered body.
- the firing conditions were set to 1800 ° C. for 3 hours under N 2 atmosphere.
- the inner diameter of the cavity 25 in the silicon nitride after firing was 51.6 mm and the outer diameter was 84 mm.
- electroless Ni plating with a thickness of 2 to 3 microns was applied only to the outer peripheral surface of the lower part to be casted, and casting was performed.
- a sintered body of silicon nitride was placed inside a mold for aluminum alloy casting, and was then subjected to preheating treatment at 600 ° C. for 1 hour as preheating treatment. Then, after casting an aluminum alloy melted at 800 ° C. in a mold in an inert argon gas atmosphere flow and holding for 15 minutes, nitriding is performed by controlled cooling by furnace cooling while pouring a fired body of silicon nitride. The piston 24 in which silicon and an aluminum alloy were compounded was produced. At this time, thermal stress generated between the silicon nitride and the aluminum alloy was reduced by performing strain relief annealing at 350 ° C. for 1 hour during controlled cooling.
- a highly heat-resistant casting AC8A alloy (JIS standard) to be applied to the piston 24 is selected, and a T6 treatment (JIS standard) is applied to heat treat the aluminum alloy after producing the piston 24 described above. ) was applied.
- the outer diameter of the aluminum alloy was made 84 mm by outer periphery processing, and it was set as the piston outer diameter.
- the cylinder liner 23 As a method of manufacturing the cylinder liner 23, similarly to the above-described method, after forming a fired body of silicon nitride by gel cast molding, casting with aluminum alloy is carried out, and aluminum alloy in which silicon nitride is disposed in the cylinder liner 23 The composite cylinder 22 was produced. As an aluminum alloy used, an AC4B alloy for casting (JIS standard) was selected.
- Example 4b In the same manner as in Example 4a described above, a sample was produced in which the portion of the piston 24 to which the fuel was injected, the crown surface portion, and the inner surface of the cylinder 22 (cylinder liner 23) were formed of sialon.
- Example 5 In a method similar to Example 4a above, a sample in which the fuel injection location and the crown surface of the piston 24 and the inner surface (cylinder liner 23) of the cylinder 22 are formed of yttria stabilized zirconia (ZrO 2 ) is used. Made.
- Example 6a A piston 24 in which silicon nitride and an aluminum alloy were combined was manufactured by the same manufacturing method as in Example 4a.
- a preform composed of alumina-silica fibers was produced as a ceramic porous body for impregnation.
- the above-described preform was placed in a die for aluminum alloy casting, and then preheating treatment was performed at 200 ° C. before casting.
- an aluminum alloy melted at 800 ° C. is cast in a mold, and while applying a pressure of about 80 MPa, the molten aluminum alloy is impregnated into the open pores connected to the above-mentioned preform, and while casting the preform.
- an alumina-silica fiber / aluminum alloy composite was formed on the inner surface, and a cylinder 22 in which this composite was combined with the aluminum alloy was produced.
- an aluminum alloy used an AC4B alloy for casting (JIS standard) was selected.
- Example 6b In the same manner as in Example 6a described above, a sample was prepared in which the portion of the piston 24 to which the fuel was injected and the crown surface portion were formed of sialon.
- Example 7a In the same manner as in Example 6a, a mullite / aluminum alloy composite is formed on the inner surface (cylinder liner 23) of the cylinder 22 instead of silicon nitride, not alumina-silica fiber / aluminum alloy composite, The cylinder was made by combining the material with the aluminum alloy.
- Example 7b In the same manner as in Example 7a described above, a sample was prepared in which the portion of the piston 24 to which the fuel was injected and the crown surface portion were formed of sialon.
- Example 8 In the same manner as in Example 6a described above, a sample was prepared in which the portion of the piston 24 to which the fuel was injected and the crown surface portion were each formed of yttria-stabilized zirconia (ZrO 2 ).
- Example 9 In the same manner as in Example 7a described above, a sample was prepared in which the portion of the piston 24 to which the fuel was injected and the crown surface portion were each made of yttria stabilized zirconia (ZrO 2 ).
- Comparative example 1 Samples were produced in which the piston 24 and the cylinder liner 23 were each formed of cast iron. The overhang rate in Comparative Example 1 was calculated when all the ceramic parts were replaced with cast iron (the thickness of the ceramic parts was about 4 mm as described above).
- Comparative examples 2 to 3 The piston 24 was formed by die molding of an aluminum alloy, and the cylinder liner 23 was manufactured by casting a cast aluminum aluminum alloy. The overhang rates in Comparative Examples 2 to 3 were calculated when all the ceramic parts were replaced with aluminum alloys (the thickness of the ceramic parts was about 4 mm as described above).
- the ignition delay increasing means for increasing the ignition delay of the mixture of fuel and air in the combustion chamber 26 is provided.
- the ceramic member 24 a is disposed on the crown surface portion 24
- a low temperature combustion is performed such that the combustion temperature in the combustion chamber 26 instantaneously becomes a size within the range of 1300 K to 1800 K
- the ceramic member 24a by using the ceramic member 24a, the heat insulating property of the crown surface portion of the piston 24 is improved, so that the heat loss in the combustion chamber 26 can be reduced. Further, weight reduction can be achieved as compared with the case where cast iron or steel is used as the material of the piston 24 in the internal combustion engine 20, and further, by making the crown surface portion of the piston 24 a high Young's modulus, combustion burning in the combustion chamber 26 is achieved. With the increase in pressure, high temperature deformation caused in the aluminum alloy can be suppressed, and even when used for a long period of time, erosion and deposit formation due to fuel injection of the crown surface of the piston 24 can be suppressed. By these advantages, it is possible to improve the fuel consumption of the vehicle equipped with the internal combustion engine 20 according to the present embodiment, and to reduce the amount of exhaust gas such as CO 2 and NO x .
- the ceramic member 24a is made of another kind of member constituting the crown surface portion of the piston 24, specifically, a metal material such as aluminum alloy 24b. It has become complex. Specifically, the ceramic member 24a is combined with other kinds of members constituting the crown surface of the piston 24 by mechanical bonding, bonding, shrink fitting, press fitting, or casting. As a result, it becomes possible to obtain a bulk ceramic member 24a which is thicker than the coating film and hardly peels off and which is resistant to shearing force. Further, the ceramic member 24a is molded by die molding, CIP molding, extrusion molding, injection molding, cast molding or gel cast molding.
- the ceramic slurry is poured into the forming space of the forming die and solidified as it is, so that complicated shapes can be formed as the form, and density distribution is uneven or deformed. Is less likely to occur. Furthermore, in gel cast molding, since it can be molded into a complicated shape, there is an advantage in that the processing cost of hard ceramics after firing can be suppressed.
- the ceramic member 24 a may be disposed at a place facing at least the cavity 25 in the crown surface of the piston 24 or As shown in FIG. 7, the ceramic member 24 a may be disposed on the entire crown surface of the piston 24.
- the cylinder liner 23 facing the outer surface of the piston 24 is provided inside the cylinder 22, and at least the crown surface portion of the piston 24 in the cylinder liner 23 faces.
- a ceramic member 23a is disposed at a location. In this case, even when a temperature change occurs in the combustion chamber 26, it is suppressed that the clearance (clearance) between the piston 24 and the cylinder liner 23 changes, and thus the friction loss of the engine is reduced. By this, it is possible to suppress the decrease in the thermal efficiency of the internal combustion engine 20.
- the ceramic member 23a disposed on the cylinder liner 23 may be made of the same material as the ceramic member 24a disposed on the crown surface of the piston 24, or the ceramic member 24a And may be made of different materials. In the latter case, the ceramic member 23a disposed on the cylinder liner 23 may be porous. In this case, when forming the cylinder liner 23 by casting the ceramic member 23a on the inner surface of the cylinder 22, for example, an aluminum alloy constituting the cylinder 22 is inserted into the hole of the ceramic member 23a.
- the cylinder liner 23 is a composite of a ceramic material and an aluminum alloy.
- the internal combustion engine 20 according to the present embodiment is not limited to the above-described aspect, and various modifications can be made.
- the ceramic member 24 a disposed on the crown surface of the piston 24 and the ceramic member 23 a disposed on the cylinder liner 23 may be silicon nitride (Si 3 N 4 ) or any other type than silicon nitride Carbides (B 4 C, TiC, NbC, TaC, ZrC, etc.), sialon (SiAlON), alumina, mullite, stabilized zirconia (ZrO 2 ), silica (SiO 2 ), or at least one of the foregoing compounds
- SiAlON sialon
- alumina mullite, stabilized zirconia
- ZrO 2 stabilized zirconia
- SiO 2 silica
- other types of ceramic materials may be used as the material of the ceramic members 24a and 23a, as long as the thermal conductivity is 30 W (m ⁇ K) or less.
- the thermal conductivity of the ceramic material is sufficiently small, when low temperature combustion is performed such that the combustion temperature in the combustion chamber 26 instantaneously becomes a size within the range of 1300 K to 1800 K.
- the ceramic member 24a the heat insulating property of the crown surface portion of the piston 24 is improved, so that the heat loss in the combustion chamber 26 can be reduced.
- a material of the ceramic members 24a and 23a described above it is more preferable to use a ceramic material having a thermal conductivity of 20 W (m ⁇ K) or less.
- internal combustion engine 20 may be applied not only to diesel engines but also to various other types of engines such as gasoline engines and HCCI (Homogeneous-Charge Compression Ignition) engines. it can.
- HCCI Homogeneous-Charge Compression Ignition
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Abstract
Description
オーバーハング率=d1/d2
d1:前記ピストンの前記冠面部の頂面における前記セラミック製部材と他の種類の部材との間の境界の直径の大きさ
d2:前記ピストンの径方向における前記セラミック製部材と他の種類の部材との間の境界の直径の最大の大きさ
図3および図4に示すディーゼルエンジン用のピストン24に設けられるセラミック製部材24aを、ゲルキャスト成形により製造した。セラミック製部材24aは、成形用スラリーを調製し、それを成形の型に注型した後、ゲル化させて固化して成形体とし、その成形体を焼成して焼結することにより得た。成形用スラリーは、室温下(20℃前後)において分散媒に分散剤を添加・混合した後、得られた分散剤に粉体を添加・分散してスラリーとし、更にゲル化剤を添加・分散した後に反応媒体を添加することにより調製した。なお、本実施例では、粉体として平均粒子径が0.5μmである窒化珪素(Si3N4)粒子を用い、焼結助剤として酸化イットリウム(Y2O3)およびアルミナ(Al2O3)を用い、分散媒としてトリアセチン:グルタン酸ジメチルの質量比が10:90である混合物を用い、分散剤としてポリマレイン酸共重合体Aを用い、ゲル化剤としてヘキサメチレンジイソシアネート(HDI)変性物を用い、反応媒体としてトリエチルアミンを用いた。
上記の実施例1aと同様な方法にて、ピストン24およびシリンダ22を作製したが、本実施例ではオーバーハング率を0.70とした。
上記の実施例1aと同様な方法にて、ピストン24およびシリンダ22を作製したが、本実施例では熱伝導率が10W/mKである窒化珪素を用いた。
上記の実施例1aと同様な方法にて、ピストン24およびシリンダ22を作製したが、本実施例ではオーバーハング率を0.60とした。
上記の実施例1aと同様な方法にて、ピストン24およびシリンダ22を作製したが、本実施例では熱伝導率が10W/mKである窒化珪素を用い、また、オーバーハング率を0.60とした。
上記の実施例1aと同様な方法にて、ピストン24の冠面部における燃料が噴射される箇所をそれぞれサイアロン(SiAlON)、イットリア安定化ジルコニア(ZrO2)としたようなサンプルを作製した。なお、実施例2では、サイアロンも焼成後の表面の粗面化をしやすく、表面粗さRaが0.9となり、そのまま表面の機械加工を行うことなく鋳ぐるみを行った。また、本実施例に用いられるサイアロンの特性は図8に示すものであるが、当該サイアロンの熱伝導率は15W/mKであった。一方、実施例3でのイットリア安定化ジルコニア(ZrO2)の熱伝導率は3W/mKであり、また、セラミック製部材を製造するにあたり、表面にブラスト処理を施して表面の粗面化を行い、表面粗さRaを0.5とした。
図7に示すディーゼルエンジン用のピストン24に設けられるセラミック製部材24aを、ゲルキャスト成形により製造した。セラミック製部材24aは、成形用スラリーを調製し、それを成形の型に注型した後、ゲル化させて固化して成形体とし、その成形体を焼成して焼結することにより得た。成形用スラリーは、室温下(20℃前後)において分散媒に分散剤を添加・混合した後、得られた分散剤に粉体を添加・分散してスラリーとし、更にゲル化剤を添加・分散した後に反応媒体を添加することにより調製した。なお、本実施例では、粉体として平均粒子径が0.5μmである窒化珪素(Si3N4)粒子を用い、焼結助剤として酸化イットリウム(Y2O3)およびアルミナ(Al2O3)を用い、分散媒としてトリアセチン:グルタン酸ジメチルの質量比が10:90である混合物を用い、分散剤としてポリマレイン酸共重合体Aを用い、ゲル化剤としてヘキサメチレンジイソシアネート(HDI)変性物を用い、反応媒体としてトリエチルアミンを用いた。
上記の実施例4aと同様な方法にて、ピストン24における燃料が噴射される箇所や冠面部、シリンダ22の内面(シリンダライナ23)をサイアロンから形成したようなサンプルを作製した。
上記の実施例4aと同様な方法にて、ピストン24における燃料が噴射される箇所や冠面部、シリンダ22の内面(シリンダライナ23)をイットリア安定化ジルコニア(ZrO2)から形成したようなサンプルを作製した。
実施例4aと同様の作製方法にて、窒化珪素とアルミニウム合金とが複合化されたピストン24を作製した。
上記の実施例6aと同様な方法にて、ピストン24における燃料が噴射される箇所および冠面部をサイアロンから形成したようなサンプルを作製した。
上記の実施例6aと同様な方法にて、シリンダ22の内面(シリンダライナ23)に窒化珪素ではなくアルミナ―シリカ系繊維/アルミニウム合金複合材ではなくムライト/アルミニウム合金複合材を形成し、この複合材がアルミニウム合金と複合化されたシリンダを作製した。
上記の実施例7aと同様な方法にて、ピストン24における燃料が噴射される箇所および冠面部をサイアロンから形成したようなサンプルを作製した。
上記の実施例6aと同様な方法にて、ピストン24における燃料が噴射される箇所や冠面部をそれぞれイットリア安定化ジルコニア(ZrO2)から形成したようなサンプルを作製した。
上記の実施例7aと同様な方法にて、ピストン24における燃料が噴射される箇所や冠面部をそれぞれイットリア安定化ジルコニア(ZrO2)から形成したようなサンプルを作製した。
ピストン24およびシリンダライナ23をそれぞれ鋳鉄にて形成したようなサンプルを作製した。なお、比較例1のオーバーハング率については、セラミックス部を全て鋳鉄に置き換えた場合において算出されるものとした(先述のようにセラミックス部の厚みを約4mmとした)。
ピストン24をアルミニウム合金の金型成形にて形成し、シリンダライナ23はアルミニウム合金を鋳鉄で鋳ぐるむことで形成したようなサンプルを作製した。なお、比較例2~3のオーバーハング率については、セラミックス部を全てアルミニウム合金に置き換えた場合において算出されるものとした(先述のようにセラミックス部の厚みを約4mmとした)。
上記の実施例1aと同様な方法にて、ピストン24およびシリンダ22を作製したが、本実施例ではオーバーハング率を0.99とし、また窒化珪素焼成体の鋳ぐるみされる外周面だけ機械加工により表面粗さRaを0.1とした。
上記の実施例1~9、および比較例1~4で作製したディーゼルエンジン用のピストン24とシリンダ22を用いてエンジン試験を行い、燃費向上効果、および未燃焼物質が生成されているか否かの評価を行った。評価条件としてEGR率が50%、エンジン回転数が1500~4500rpmの範囲にてエンジン試験を実施した。燃費向上効果については正味平均有効圧力(BMEP)により算出した。また、未燃焼物質の生成の有無については排気ガス中のHC、CO、NOx量を測定することにより評価した。
Claims (22)
- 燃焼室と、
前記燃焼室に燃料を噴射するための燃料噴射部と、
シリンダと、
前記シリンダ内で往復移動を行い、前記燃焼室にその冠面部が面するピストンと、
前記燃焼室内における燃料と空気との混合気の着火遅れを増大させる着火遅れ増大手段と、
を備え、
前記ピストンの前記冠面部における、少なくとも前記燃料噴射部により燃料が噴射される箇所にセラミック製部材が配設されている、内燃機関。 - 前記セラミック製部材は、前記ピストンを構成する他の種類の部材と複合化されたものである、請求項1記載の内燃機関。
- 前記セラミック製部材は、前記ピストンを構成する金属材料と複合化されたものである、請求項2記載の内燃機関。
- 前記セラミック製部材は、機械的結合、接合、焼きばめ、圧入または鋳ぐるみされることにより前記ピストンを構成する他の種類の部材と複合化されている、請求項2または3記載の内燃機関。
- 前記セラミック製部材は、金型成形、CIP成形、押出し成形、射出成形、鋳込み成形またはゲルキャスト成形により成形されたものである、請求項4記載の内燃機関。
- 前記ピストンの前記冠面部には、前記燃焼室の一部を構成し、前記燃料噴射部により燃料が噴射されるキャビティが設けられており、
前記セラミック製部材は、前記ピストンの前記冠面部における少なくとも前記キャビティに面する箇所に配設されている、請求項1乃至5のいずれか一項に記載の内燃機関。 - 下記式で示されるオーバーハング率の大きさが0.57乃至0.96の範囲内の大きさとなっている、請求項6記載の内燃機関。
オーバーハング率=d1/d2
d1:前記ピストンの前記冠面部の頂面における前記セラミック製部材と他の種類の部材との間の境界の直径の大きさ
d2:前記ピストンの径方向における前記セラミック製部材と他の種類の部材との間の境界の直径の最大の大きさ - 前記セラミック製部材は前記ピストンの前記冠面部全体に配設されている、請求項1乃至6のいずれか一項に記載の内燃機関。
- 燃焼室と、
シリンダと、
前記シリンダ内で往復移動を行い、前記燃焼室にその冠面部が面するピストンと、
前記燃焼室内における燃料と空気との混合気の着火遅れを増大させる着火遅れ増大手段と、
を備え、
前記ピストンの前記冠面部にセラミック製部材が配設されている、内燃機関。 - 前記シリンダの内側には、前記ピストンの外面に面するシリンダライナが設けられており、
前記シリンダライナにおける、少なくとも前記ピストンの前記冠面部に面する箇所にセラミック製部材が配設されている、請求項8または9記載の内燃機関。 - 前記シリンダライナに配設された前記セラミック製部材は、前記ピストンの前記冠面部に配設された前記セラミック製部材と同じ材料からなる、請求項10記載の内燃機関。
- 前記シリンダライナに配設された前記セラミック製部材は、前記ピストンの前記冠面部に配設された前記セラミック製部材と異なる材料からなる、請求項10記載の内燃機関。
- 前記シリンダライナに配設された前記セラミック製部材は、連結する開気孔を有する多孔体のものからなる、請求項12記載の内燃機関。
- 前記シリンダライナに配設された前記セラミック製材料として、窒化珪素、アルミナ、ムライト、サイアロン、安定化ジルコニア、シリカ、及び前記材料の少なくとも一つを含む混合物が用いられる、請求項10乃至13のいずれか一項に記載の内燃機関。
- 前記ピストンの前記冠面部に配設された前記セラミック製部材の材料として、その熱伝導率が30W(m・K)以下のものが用いられる、請求項1乃至14のいずれか一項に記載の内燃機関。
- 前記ピストンの前記冠面部に配設された前記セラミック製部材の材料として、その熱伝導率が20W(m・K)以下のものが用いられる、請求項15記載の内燃機関。
- 前記ピストンの前記冠面部に配設された前記セラミック製部材の材料として窒化珪素、サイアロン、安定化ジルコニア、及び前記材料の少なくとも一つを含む混合物が用いられる、請求項1乃至16のいずれか一項に記載の内燃機関。
- 前記着火遅れ増大手段は、前記燃焼室における燃焼後の排気ガスの一部を取り出して再び吸気させるような排気再循環(EGR、Exhaust Gas Recirculation)を行い、このような排気再循環により前記燃焼室内における燃料と空気との混合気の着火遅れを増大させる、請求項1乃至17のいずれか一項に記載の内燃機関。
- 前記着火遅れ増大手段は排気再循環におけるEGR率を15%以上とする、請求項18記載の内燃機関。
- 前記着火遅れ増大手段は、前記ピストンの往復移動によりその容積が変化する前記燃焼室の最大容積と最小容積との比である圧縮比を17以下とし、このことにより前記燃焼室内における燃料と空気との混合気の着火遅れを増大させる、請求項1乃至19のいずれか一項に記載の内燃機関。
- 前記着火遅れ増大手段は、前記燃焼室において主たる燃料噴射終了後に主たる熱発生が開始するよう、燃料噴射時期を進角または遅延させ、このことにより前記燃焼室内における燃料と空気との混合気の着火遅れを増大させる、請求項1乃至20のいずれか一項に記載の内燃機関。
- 前記燃焼室に供給される吸気を過給する過給機が設けられた、請求項1乃至21のいずれか一項に記載の内燃機関。
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WO2018185847A1 (ja) * | 2017-04-04 | 2018-10-11 | 日産自動車株式会社 | ピストン |
WO2024095395A1 (ja) * | 2022-11-02 | 2024-05-10 | 日立Astemo株式会社 | 内燃機関制御装置及び内燃機関制御方法 |
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JP6958490B2 (ja) * | 2018-06-15 | 2021-11-02 | トヨタ自動車株式会社 | 内燃機関 |
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Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2017176935A1 (en) * | 2016-04-05 | 2017-10-12 | Federal-Mogul Llc | Piston with thermally insulating insert and method of construction thereof |
CN108884780A (zh) * | 2016-04-05 | 2018-11-23 | 费德罗-莫格尔动力***有限责任公司 | 具有热绝缘***件的活塞及其构造方法 |
US10428760B2 (en) | 2016-04-05 | 2019-10-01 | Tenneco Inc. | Piston with thermally insulating insert and method of construction thereof |
WO2018185847A1 (ja) * | 2017-04-04 | 2018-10-11 | 日産自動車株式会社 | ピストン |
JPWO2018185847A1 (ja) * | 2017-04-04 | 2020-02-20 | 日産自動車株式会社 | ピストン |
US10941727B2 (en) | 2017-04-04 | 2021-03-09 | Nissan Motor Co., Ltd. | Piston |
WO2024095395A1 (ja) * | 2022-11-02 | 2024-05-10 | 日立Astemo株式会社 | 内燃機関制御装置及び内燃機関制御方法 |
Also Published As
Publication number | Publication date |
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WO2015029117A1 (ja) | 2015-03-05 |
EP3040532A1 (en) | 2016-07-06 |
JPWO2015029985A1 (ja) | 2017-03-02 |
US20160169185A1 (en) | 2016-06-16 |
JP6392232B2 (ja) | 2018-09-19 |
US9951740B2 (en) | 2018-04-24 |
EP3040532A4 (en) | 2017-05-17 |
EP3040532B1 (en) | 2021-04-28 |
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