JPS6328207B2 - - Google Patents
Info
- Publication number
- JPS6328207B2 JPS6328207B2 JP56034384A JP3438481A JPS6328207B2 JP S6328207 B2 JPS6328207 B2 JP S6328207B2 JP 56034384 A JP56034384 A JP 56034384A JP 3438481 A JP3438481 A JP 3438481A JP S6328207 B2 JPS6328207 B2 JP S6328207B2
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- fuel injection
- fuel
- combustion
- load
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 claims description 65
- 239000000446 fuel Substances 0.000 claims description 46
- 238000002347 injection Methods 0.000 claims description 40
- 239000007924 injection Substances 0.000 claims description 40
- 238000011144 upstream manufacturing Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 239000000203 mixture Substances 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/04—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being subdivided into two or more chambers
-
- 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
- F02B23/0663—Details related to the fuel injector or the fuel spray having multiple injectors per combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0678—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
- F02B23/0687—Multiple bowls in the piston, e.g. one bowl per fuel spray jet
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
Description
【発明の詳細な説明】
本発明はピストン上部に複数個の燃焼室を備え
たデイーゼルエンジンの燃料噴射装置に関するも
のである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel injection device for a diesel engine having a plurality of combustion chambers above a piston.
従来、デイーゼルエンジンにおいて、第５図に
示すように、シリンダブロツクａ内を往復運動す
るピストンｂの上部に、スワールを生成するため
に、１つの球状の燃焼室ｃを形成したものが知ら
れている。 Conventionally, diesel engines have been known to have one spherical combustion chamber c formed above a piston b that reciprocates within a cylinder block a, as shown in Fig. 5, in order to generate a swirl. There is.
このような構造のものでは、低負荷時から高負
荷時にかけて十分な出力を確保する必要があるた
め、燃焼室ｃの容積が大きく形成されており、そ
のため、低負荷時、特に温度が低いとき燃料噴射
量も少なく、また壁面付着燃料も気化しにくく、
燃焼室ｃの温度の上昇が困難で、着火性、燃焼性
が低いという欠点がある。 With this type of structure, it is necessary to ensure sufficient output from low to high loads, so the volume of the combustion chamber c is large. The amount of fuel injected is small, and fuel adhering to walls is difficult to vaporize.
It has the disadvantage that it is difficult to raise the temperature of the combustion chamber c, and the ignitability and combustibility are low.
一方、実公昭54−30482号には燃料と空気の混
合気化を促進させるために、互いに逆方向スワー
ルを生成する複数の燃焼室を形成したものが提案
されているが、負荷の状態によつては必ずしも充
分な効果を有するとは限らない。 On the other hand, Utility Model Publication No. 54-30482 proposes a combustion chamber in which multiple combustion chambers are formed to generate swirls in opposite directions to promote the mixture vaporization of fuel and air, but depending on the load condition, does not necessarily have sufficient effects.
本発明はかかる点に鑑みてなされたもので、ピ
ストン上部に燃焼室を備えたデイーゼルエンジン
における、着火性、焼燃性を向上させたデイーゼ
ルエンジンの燃料噴射装置を提供することを主目
的とするものである。 The present invention has been made in view of the above, and a main object of the present invention is to provide a fuel injection device for a diesel engine having improved ignitability and combustibility in a diesel engine equipped with a combustion chamber above the piston. It is something.
以下、本発明の構成を、実施例について、図面
に沿つて説明する。 DESCRIPTION OF THE PREFERRED EMBODIMENTS The configuration of the present invention will be described below with reference to the drawings.
実施例 １
第１図および第２図において、１，２はそれぞ
れ比較的容積の小さい球状の第１および第２燃焼
室で、シリンダブロツク３内を上下方向に往復運
動するピストン４の上部（上面）に、互いに独立
して凹設されている。なお、第１および第２燃焼
室１，２の容積の和は、第５図に示す従来の燃焼
室ｃの容積とほぼ等しく設定されている。Embodiment 1 In FIGS. 1 and 2, reference numerals 1 and 2 are spherical first and second combustion chambers each having a relatively small volume. ) are recessed independently from each other. Note that the sum of the volumes of the first and second combustion chambers 1 and 2 is set approximately equal to the volume of the conventional combustion chamber c shown in FIG.
５，６はそれぞれ第１および第２燃焼室１，２
内に燃料を噴射する第１および第２燃料噴射ノズ
ルで、シリンダヘツド７に配設されている。第１
および第２燃料噴射ノズル５，６はそれぞれ第１
および第２燃料噴射ポンプ８，９に連係され、さ
らに該両燃料噴射ポンプ８，９はそれぞれ制御装
置１０に電気的あるいは機械的に連係されてい
る。 5 and 6 are the first and second combustion chambers 1 and 2, respectively.
First and second fuel injection nozzles for injecting fuel into the cylinder head 7 are arranged in the cylinder head 7. 1st
and the second fuel injection nozzles 5 and 6 are the first and second fuel injection nozzles, respectively.
and second fuel injection pumps 8, 9, and both fuel injection pumps 8, 9 are electrically or mechanically linked to a control device 10, respectively.
制御装置１０は、アクセルペダルの踏込量など
からエンジン負荷を検出する負荷センサ（図示省
略）より、該エンジン負荷に対応した負荷信号S1
が入力され、その負荷信号S1に応じて第１および
第２燃料噴射ポンプ８，９の燃料噴射量を制御す
るものである。すなわち、制御装置１０によつ
て、低負荷時には、所定量の燃料が第１燃料噴射
ノズル５を通じて第１燃焼室１に供給され（第２
燃焼室２には、燃料は供給されない）、そして中
負荷および高負荷時には、所定量の燃料が第１お
よび第２燃料噴射ノズル５，６を通じて、それぞ
れ第１および第２燃焼室１，２内に分配供給され
る。 The control device 10 generates a load signal S 1 corresponding to the engine load from a load sensor (not shown) that detects the engine load from the amount of depression of the accelerator pedal, etc.
is input, and the fuel injection amount of the first and second fuel injection pumps 8, 9 is controlled according to the load signal S1 . That is, when the load is low, the control device 10 supplies a predetermined amount of fuel to the first combustion chamber 1 through the first fuel injection nozzle 5 (the second
No fuel is supplied to the combustion chamber 2), and at medium and high loads, a predetermined amount of fuel is injected into the first and second combustion chambers 1, 2 through the first and second fuel injection nozzles 5, 6, respectively. distributed and supplied to
１１，１２はそれぞれ吸気ポートおよび排気ポ
ート、１３，１４はそれぞれシリンダブロツク３
およびシリンダヘツド７に形成されたウオータジ
ヤケツト、１５はガスケツトである。 11 and 12 are intake ports and exhaust ports, respectively, and 13 and 14 are cylinder block 3, respectively.
and a water jacket formed on the cylinder head 7, and 15 is a gasket.
上記構成によれば、図示しない負荷センサによ
り、燃料をあまり必要としない低負荷時であるこ
とが検出されると、それによつて制御装置１０は
第１燃料噴射ポンプ８へのみ噴射信号S2を出力す
る。その結果、第１燃焼室１のみにおいて、第１
燃料噴射ノズル５を通じて、燃料が供給され、燃
焼行程が行われる。この際、第１燃焼室１は比較
的小さいので、該燃焼室１の昇温が円滑に行わ
れ、壁面付着燃料も気化し易く着火性、燃焼性良
く、燃焼作用が行われる。 According to the above configuration, when a load sensor (not shown) detects that the load is low and does not require much fuel, the control device 10 sends the injection signal S 2 only to the first fuel injection pump 8. Output. As a result, only in the first combustion chamber 1, the first
Fuel is supplied through the fuel injection nozzle 5, and a combustion stroke is performed. At this time, since the first combustion chamber 1 is relatively small, the temperature of the combustion chamber 1 is smoothly raised, the fuel adhering to the wall surface is easily vaporized, and the combustion action is performed with good ignitability and combustibility.
次いで、中負荷および高負荷状態にあることが
負荷センサにより検出されると、制御装置１０は
第１および第２燃料噴射ポンプ８，９に噴射信号
S2，S3を出力するので、第１および第２燃焼室
１，２において燃焼作用が行われ、その結果、従
来のものと同様の出力が得られる。 Next, when the load sensor detects that the medium load and high load conditions are present, the control device 10 sends an injection signal to the first and second fuel injection pumps 8 and 9.
Since S 2 and S 3 are output, the combustion action is performed in the first and second combustion chambers 1 and 2, and as a result, the same output as the conventional one is obtained.
かくして、全ての負荷状態に亘つて、良好な燃
焼状態を得ることができる。 In this way, good combustion conditions can be obtained over all load conditions.
また、第３図に示すように、第１および第２燃
焼室２１，２２の形状を断面長円形とし、第１燃
焼室２１と、排気ガスのために比較的温度の高い
排気ポート１２の上流端開口１２ａとの重複部分
２１ａを増大し、それによつて第１燃焼室２１の
温度の上昇をさらに促進させることも可能であ
る。 Further, as shown in FIG. 3, the shapes of the first and second combustion chambers 21 and 22 are oval in cross section, and the first combustion chamber 21 and the upstream side of the exhaust port 12, which has a relatively high temperature due to exhaust gas. It is also possible to increase the overlapping portion 21a with the end opening 12a, thereby further promoting the rise in temperature of the first combustion chamber 21.
実施例 ２
本例はピストン上部に４つの燃焼室を有するも
のである。Example 2 This example has four combustion chambers above the piston.
第４図に示すように、ピストン３１上部に、２
つの第１燃焼室３２ａ，３２ｂからなる第１燃焼
室群３２と、２つの第２燃焼室３３ａ，３３ｂか
らなる第２燃焼室群３３とが、各燃焼室３２ａ，
３２ｂ，３３ａ，３３ｂが互いに独立なるよう
に、凹設されている。そして第１燃焼室群３２の
燃焼室３２ａは排気ポート３４の上流端開口３４
ａとできる限り大きく重複するように構成されて
いる。なお、各燃焼室３２ａ，３２ｂ，３３ａ，
３３ｂは同一の容積で、それらの和は、第５図に
示される従来構造の燃焼室ｃとほぼ同一である。 As shown in FIG. 4, there are two
A first combustion chamber group 32 consisting of one first combustion chamber 32a, 32b, and a second combustion chamber group 33 consisting of two second combustion chambers 33a, 33b, each combustion chamber 32a,
32b, 33a, and 33b are recessed so that they are independent of each other. The combustion chamber 32a of the first combustion chamber group 32 is connected to the upstream end opening 34 of the exhaust port 34.
It is configured to overlap with a as much as possible. In addition, each combustion chamber 32a, 32b, 33a,
33b have the same volume, and their sum is almost the same as that of the combustion chamber c of the conventional structure shown in FIG.
３６，３７はそれぞれ第１および第２燃料噴射
ノズルで、両噴射ノズル３６，３７とも各燃焼室
へ、燃料を噴射できる２つの異なる噴射方向を有
する。すなわち、第１燃料噴射ノズル３６は、第
１燃焼室３２ａ，３２ｂに燃料を噴射する噴射口
３６ａ，３６ｂを、第２燃料噴射ノズル３７は、
第２燃焼室３３ａ，３３ｂに燃料を噴射する噴射
口３７ａ，３７ｂをそれぞれ有する。 Reference numerals 36 and 37 denote first and second fuel injection nozzles, respectively, and both injection nozzles 36 and 37 have two different injection directions capable of injecting fuel into each combustion chamber. That is, the first fuel injection nozzle 36 has injection ports 36a and 36b that inject fuel into the first combustion chambers 32a and 32b, and the second fuel injection nozzle 37 has injection ports 36a and 36b that inject fuel into the first combustion chambers 32a and 32b.
It has injection ports 37a and 37b for injecting fuel into the second combustion chambers 33a and 33b, respectively.
上記構成によれば、図示しない制御装置によつ
て制御されて、実施例１と同様に、低負荷時に
は、第１燃料噴射ノズル３６の噴射口３６ａ，３
６ｂを通じて、第１燃焼室３２ａ，３２ｂにのみ
燃料が供給される一方、中負荷、高負荷時には、
第１および第２燃料噴射ノズル３６，３７の噴射
口３６ａ，３７ａ，３６ｂ，３７ｂを通じて、全
ての燃焼室３２ａ，３２ｂ，３３ａ，３３ｂに燃
料が供給される。 According to the above configuration, under the control of the control device (not shown), when the load is low, the injection ports 36a, 3 of the first fuel injection nozzle 36 are
6b, fuel is supplied only to the first combustion chambers 32a and 32b, while at medium and high loads,
Fuel is supplied to all the combustion chambers 32a, 32b, 33a, 33b through the injection ports 36a, 37a, 36b, 37b of the first and second fuel injection nozzles 36, 37.
その結果、低負荷時には、容積の小さい第１燃
焼室３２ａ，３２ｂにおいて燃焼作用が行われる
ので、第１燃焼室３２ａ３２ｂの昇温性が良好と
なり、それによつて着火性、燃焼性が向上する。
また、中負荷、高負荷時には第１燃焼室３２ａ，
３２ｂに加えて、第２燃焼室３３ａ，３３ｂにお
いても燃焼作用が行われるので、従来と同様に、
十分な出力を得ることができる。 As a result, when the load is low, the combustion action is performed in the first combustion chambers 32a, 32b, which have a small volume, so that the temperature rise of the first combustion chambers 32a32b is improved, thereby improving ignitability and combustibility.
In addition, during medium load and high load, the first combustion chamber 32a,
In addition to the combustion chamber 32b, the combustion action is also performed in the second combustion chambers 33a and 33b, so as in the conventional case,
Enough output can be obtained.
なお、前述のように第１燃焼室３２ａはでき得
る限り排気ポート３４の上流端開口３４ａと大き
く重複するように構成すれば燃焼室の温度上昇を
さらに促進することが可能である。 Note that, as described above, if the first combustion chamber 32a is configured to overlap as much as possible with the upstream end opening 34a of the exhaust port 34, it is possible to further promote the temperature rise in the combustion chamber.
本発明は、上記のように、低負荷時における燃
焼室の総容積を、中負荷、高負荷時よりも小さく
するようにしたため、中負荷、高負荷時には十分
な出力が得られるとともに、低負荷時には燃焼室
温度を効率良く昇温させることが可能となり良好
な着火性、燃焼性を得ることができるという優れ
た効果を有する。 As described above, the present invention makes the total volume of the combustion chamber at low loads smaller than at medium and high loads, so that sufficient output can be obtained at medium and high loads, and at low loads. In some cases, it has the excellent effect of being able to efficiently raise the temperature of the combustion chamber and obtaining good ignitability and combustibility.
第１図乃至第４図は本発明の実施態様を例示す
るもので、第１図は実施例１のピストン上部の平
面図、第２図は第１図の−線に沿う断面図、
第３図は実施例１の燃焼室形状を変形した例の第
１図と同様の平面図、第４図は実施例２の第１図
と同様の平面図、第５図は従来例の第２図と同様
の断面図である。
１……第１燃焼室、２……第２燃焼室、３……
シリンダブロツク、４……ピストン、５……第１
燃料噴射ノズル、６……第２燃料噴射ノズル、７
……シリンダヘツド、８……第１燃料噴射ポン
プ、９……第２燃料噴射ポンプ、１０……制御装
置、１１……吸気ポート、１２……排気ポート、
１３，１４……ウオータジヤケツト、１５……ガ
スケツト、３１……ピストン、３２……第１燃焼
室群、３２ａ，３２ｂ……第１燃焼室、３３……
第２燃焼室群、３３ａ，３３ｂ……第２燃焼室、
３４……排気ポート、３４ａ……上流端開口、３
５……吸気ポート、３５ａ……下流端開口、３６
……第１燃料噴射ノズル、３６ａ，３６ｂ……噴
射口、３７……第２燃料噴射ノズル、３７ａ，３
７ｂ……噴射口。
1 to 4 illustrate embodiments of the present invention, FIG. 1 is a plan view of the upper part of the piston of Embodiment 1, FIG. 2 is a sectional view taken along the line - in FIG. 1,
Fig. 3 is a plan view similar to Fig. 1 of an example in which the combustion chamber shape is modified in Embodiment 1, Fig. 4 is a plan view similar to Fig. 1 of Embodiment 2, and Fig. 5 is a plan view of a conventional example. FIG. 2 is a cross-sectional view similar to FIG. 2; 1...First combustion chamber, 2...Second combustion chamber, 3...
Cylinder block, 4...Piston, 5...1st
Fuel injection nozzle, 6...Second fuel injection nozzle, 7
... cylinder head, 8 ... first fuel injection pump, 9 ... second fuel injection pump, 10 ... control device, 11 ... intake port, 12 ... exhaust port,
13, 14... Water jacket, 15... Gasket, 31... Piston, 32... First combustion chamber group, 32a, 32b... First combustion chamber, 33...
Second combustion chamber group, 33a, 33b...second combustion chamber,
34...Exhaust port, 34a...Upstream end opening, 3
5...Intake port, 35a...Downstream end opening, 36
...First fuel injection nozzle, 36a, 36b...Injection port, 37...Second fuel injection nozzle, 37a, 3
7b...Injection port.
Claims (1)
の燃焼室によつて第１燃焼室と第２燃焼室とが構
成され、該第１燃焼室と第２燃焼室にそれぞれ燃
料を供給する第１燃料噴射ノズルと第２燃料噴射
ノズルとがシリンダヘツドに配設され、低負荷時
には、第１燃料噴射ノズルのみが作動するように
したことを特徴とするデイーゼルエンジンの燃料
噴射装置。1 A first combustion chamber and a second combustion chamber are configured by a plurality of combustion chambers provided independently of each other above the piston, and a first combustion chamber that supplies fuel to the first combustion chamber and the second combustion chamber, respectively. 1. A fuel injection device for a diesel engine, characterized in that a fuel injection nozzle and a second fuel injection nozzle are arranged in a cylinder head, and only the first fuel injection nozzle is operated during low load.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56034384A JPS57148019A (en) | 1981-03-09 | 1981-03-09 | Fuel injector for diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56034384A JPS57148019A (en) | 1981-03-09 | 1981-03-09 | Fuel injector for diesel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57148019A JPS57148019A (en) | 1982-09-13 |
| JPS6328207B2 true JPS6328207B2 (en) | 1988-06-07 |
Family
ID=12412667
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56034384A Granted JPS57148019A (en) | 1981-03-09 | 1981-03-09 | Fuel injector for diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS57148019A (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH063132B2 (en) * | 1984-10-09 | 1994-01-12 | いすゞ自動車株式会社 | Direct injection diesel engine combustion chamber |
| JPS61268818A (en) * | 1985-05-22 | 1986-11-28 | Isuzu Motors Ltd | Direct injection type diesel engine combustion chamber |
| JPS62121827A (en) * | 1985-11-21 | 1987-06-03 | Isuzu Motors Ltd | Spark assist diesel engine |
| SE524347C2 (en) * | 2002-02-01 | 2004-07-27 | Scania Cv Abp | Internal combustion engine |
| RU2644795C1 (en) * | 2017-01-12 | 2018-02-14 | Марк Евгеньевич Дискин | Internal combustion engine |
-
1981
- 1981-03-09 JP JP56034384A patent/JPS57148019A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57148019A (en) | 1982-09-13 |
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