JP3851727B2 - Diesel engine subchamber combustion chamber - Google Patents
Diesel engine subchamber combustion chamber Download PDFInfo
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- JP3851727B2 JP3851727B2 JP22640098A JP22640098A JP3851727B2 JP 3851727 B2 JP3851727 B2 JP 3851727B2 JP 22640098 A JP22640098 A JP 22640098A JP 22640098 A JP22640098 A JP 22640098A JP 3851727 B2 JP3851727 B2 JP 3851727B2
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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
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Description
【０００１】
【発明の属する技術分野】
本発明は、ディーゼルエンジンの副室式燃焼室に関する。
【０００２】
【従来の技術】
ディーゼルエンジンの副室式燃焼室の従来技術として、特公平７−１１６９４１号公報に開示されたものがある（図２参照）。
この燃焼室の構成は次の通りである。
主燃焼室(１０１)と副燃焼室(１０２)とが連通孔(１０３)で連通され、副燃焼室(１０２)に予備噴射ノズル(１０４ａ)と主噴射ノズル(１０４ｂ)とが設けられ、主噴射ノズル(１０４ａ)と副ノズル(１０４ｂ)から副燃焼室(１０２)に予備噴射(１０５)と主噴射(１０６)とが行われる。副燃焼室(１０２)は断熱構造とされている。予備噴射(１０５)は、吸入行程後期から圧縮行程前期にかけて行われ、主噴射(１０６)は、圧縮行程後期から膨張行程前期にかけて行われる。予備噴射燃料(１０７)は副燃焼室(１０２)の内壁面に沿って噴射される。
【０００３】
この燃焼室の利点は、次のように説明されている。
予備噴射燃料(１０７)で副燃焼室(１０２)の内壁面の熱が回収されるため、サイクル効率が向上し、燃費が向上する。予備噴射燃料(１０７)が十分に蒸発した後に主噴射(１０６)が行われるため、燃料の着火遅れがなく、サイクル効率が向上する。予備噴射燃料(１０７)の希薄混合気に主噴射(１０６)が行われるので、ＮＯＸの生成が抑制される。
【０００４】
【発明が解決しようとする課題】
上記従来技術では、圧縮行程の下死点付近で予備噴射(１０５)が開始される。圧縮行程の下死点付近では、圧縮熱や副燃焼室(１０２)への押し込み流が殆ど発生しないため、この時期に噴射された予備噴射燃料(１０７)は、副燃焼室(１０２)の内壁面に液状のまま付着する。付着した燃料の一部は副燃焼室(１０２)の内壁面の熱を吸収して気化するが、この気化により内壁面の温度が低下するため、付着した燃料の一部は内壁面にそのまま残る。内壁面に残った燃料は、圧縮行程で発生する圧縮熱や押し込み流によっても、容易に気化せず、副燃焼室(１０２)内に形成される予備混合気が適性濃度に達しない。このため、目指す利点が得られるどころか、未燃燃料や未燃ガスの排出量が増大し、熱効率が悪化し、燃費も悪化する。
【０００５】
本発明の課題は、上記問題を解決できるものを提供することにある。
【０００６】
【課題を解決するための手段】
請求項１の発明の構成は、次の通りである（図１参照）。
主燃焼室(３１)と副燃焼室(７)とが連通孔(３２)で連通され、副燃焼室(７)に燃料噴射ノズル(１９)が設けられ、燃料噴射ノズル(１９)から副燃焼室(７)に予備噴射(１)と主噴射(２)とが行われる、ディーゼルエンジンの副室式燃焼室において、
クランク角度で圧縮行程の上死点前６０゜から３０゜の期間中に、予備噴射(１)が開始されるとともに、
予備噴射 ( １ ) は、始動領域では行われないようにしたもの。
【０００７】
【発明の作用及び効果】
（請求項１の発明）
本発明は、次の作用効果を奏する。
上記のように構成されているので、次の利点がある。図１(Ｂ)に示すように、クランク角度で圧縮行程の上死点前６０゜から３０゜の期間中に、予備噴射(１)が開始されるが、この期間中は、下死点付近に比べ、副燃焼室(２)への押し込み流の流速が速く、圧縮熱も高い。また、圧縮行程の上死点付近に比べ、主噴射(２)の開始までに時間的余裕がある。このため、この期間中に予備噴射(１)を開始すると、予備噴射燃料(１ａ)が、流速の速い押し込み流によって微細化され、高い圧縮熱によって速やかに気化し、主噴射(２)の開始までに適性濃度の予備混合気となり、副燃焼室(７)内に極めて着火しやすい雰囲気を作ることができる。ここに主噴射(２)が行われると、主噴射燃料の着火が助けられ、着火遅れが短くなる。また、着火後の燃焼も促進される。更に、主噴射燃料と空気の混合もよくなるので、吸入空気の利用度が上がる。これらの理由で、未燃燃料や未燃ガスの排出量が低減され、その分、燃費も安くなる。また、熱効率と同時に出力も向上し、排煙もきれいになる。同時に振動や騒音も下がり、滑らかな運転が得られる。
また、予備噴射 ( １ ) は、始動領域では行われないため、予備噴射燃料の気化による燃焼室の冷却が防止され、始動が容易に行われる。
【０００８】
（請求項２の発明）
本発明は、請求項１の発明の作用効果に加え、次の作用効果を奏する。
図１に示すように、予備噴射燃料(１ａ)が連通孔(３２)に向けて噴射されるため、次の利点がある。予備噴射燃料(１ａ)が噴射される時期には、主燃焼室(３１)から連通孔(３２)を経て副燃焼室(７)に押し込み流が流入している。この押し込み流は、連通孔(３２)を通過した後は、副燃焼室(７)内での体積膨張により、その流速が低下するが、連通孔(３２)を通過している間は流速が速い。このため、予備噴射燃料(１ａ)が連通孔(３２)に向けて噴射されると、予備噴射燃料(１ａ)が、連通孔(３２)を通過中の高速の押し込み流に衝突し、その微細化と分散が促進される。このようにして形成された予備混合気には、局所的な過濃部分が形成されにくく、燃焼時に局所的な高温部分が発生しにくいので、ＮＯＸの発生を抑制できる。
【０００９】
（請求項３の発明）
本発明は、請求項１または２の発明の作用効果に加え、次の作用効果を奏する。
図１に示すように、１の副燃焼室(７)への予備噴射(１)と主噴射(２)とが、１の燃料噴射管(２０)と、この燃料噴射管(２０)に接続された１の燃料噴射ノズル(１９)とを介して行われるため、次の利点がある。１の副燃焼室への予備噴射と主噴射とが、複数の噴射管と複数の燃料噴射ノズルとを介して行われる場合には、燃料噴射装置が複雑化する。これに対し、本発明では、燃料噴射装置が簡素化され、その製造コストが安くなるとともに、その故障が少なくなる。
【００１０】
（請求項４）
本発明は、請求項１から３いずれかの作用効果に加え、次の作用効果を奏する。
図１に示すように、予備噴射(１)と主噴射(２)の総噴射量に対し、予備噴射量が２〜２０％とされているため、次の利点がある。予備噴射量が２％未満の場合には、低負荷時に予備混合気の濃度が薄くなり過ぎ、主噴射燃料の着火遅れを改善できない場合がある。また、これが２０％を越えると、中高負荷時に予備混合気の濃度が濃くなり過ぎ、主噴射燃料が早過着火を起こすおそれがある。これに対し、本発明では、予備混合気の濃度が適性な範囲におさまり、上記の問題が起こりにくい。
【００１１】
【発明の実施の形態】
本発明の実施の形態を図面に基づいて説明する。図１は本発明の実施形態を説明する図である。この実施形態では、ディーゼルエンジンの副室式燃焼室が用いられている。
【００１２】
この燃焼室の構成は次の通りである。
図１(Ａ)に示すように、主燃焼室(３１)と副燃焼室(７)とが連通孔(３２)で連通され、副燃焼室(７)に燃料噴射ノズル(１９)が設けられ、燃料噴射ノズル(１９)から副燃焼室(７)に予備噴射(１)と主噴射(２)とが行われるようになっている。主燃焼室(３１)は、ピストン(４)とシリンダヘッド(１７)との間に形成されている。副燃焼室(７)は、シリンダヘッド(１７)内に形成され、シリンダ中心軸線から偏った位置に配置されている。この副燃焼室(７)は、うず室である。連通孔(３２)は、シリンダ中心軸線に対して傾斜する。燃料噴射ノズル(１９)は、副燃焼室(７)に向けて、シリンダヘッド(１７)に差し込まれ、その先端は副燃焼室(７)に臨んでいる。
【００１３】
燃料噴射装置の構成は次の通りである。
図１(Ａ)に示すように、燃料噴射ポンプ(８)からスピル弁(５２)と燃料噴射管(２０)と燃料噴射ノズル(１９)とを順に介して副燃焼室(７)に燃料噴射が行われるようになっている。燃料噴射ポンプ(８)は燃料供給ポンプ(５３)を介して燃料供給源(５４)に接続されている。燃料噴射ポンプ(８)は、燃料噴射カム(９)によって駆動されるプランジャポンプである。この燃料噴射ポンプ(８)は、圧縮行程の後半と膨張行程の前半にかけて、プランジャ室(３７)から燃料を連続的に吐出する。
【００１４】
スピル弁(５２)は、燃料供給源(５４)に接続され、制御手段(５６)で制御される。スピル弁(５２)は、通常は開弁されているが、制御手段(５６)の指令により、プランジャ室(３７)の吐出期間中に、所定時期から所定期間だけ開弁する。プランジャ室(３７)の吐出期間中で、スピル弁(５２)の開弁中は、吐出燃料が燃料供給源(５４)に戻り、燃料噴射ノズル(１９)からの燃料噴射は行われない。スピル弁(５２)の閉弁中は、吐出燃料が燃料噴射管(２０)に送られ、燃料噴射ノズル(１９)から燃料噴射が行われる。プランジャ室(３７)の吐出期間中、スピル弁(５２)の閉弁が２回行われることにより、予備噴射(１)と主噴射(２)とが行われる。
【００１５】
１の副燃焼室(７)への予備噴射(１)と主噴射(２)とは、１の燃料噴射管(２０)と、この燃料噴射管(２０)に接続された１の燃料噴射ノズル(１９)とを順に介して行われる。予備噴射燃料(１ａ)と主噴射燃料とは、連通孔(３２)に向けて噴射される。燃料噴射ノズル(１９)の噴射軸線(１９ａ)は、連通孔(３２)に向けられ、予備噴射燃料(１ａ)と主噴射燃料とは、この噴射軸線(１９ａ)を中心とする円錐形の噴射パターンで噴射される。
【００１６】
燃料噴射時期の設定は、次の通りである。
図１(Ｂ)に示すように、クランク角度で圧縮行程の上死点前６０゜から３０゜の期間中に、予備噴射(１)が開始される。圧縮行程の上死点前３０゜から圧縮行程の上死点に至る期間中に、主噴射(２)が開始される。これらの噴射開始時期は、エンジン回転速度やエンジン負荷等の運転状態に応じ、制御手段(５６)で調節される。
【００１７】
燃料噴射量の設定は、次の通りである。
予備噴射(１)と主噴射(２)の総噴射量は、エンジン負荷の減少につれて減少し、総噴射量の対する予備噴射量の比率は、総噴射量の減少につれて減少するように設定されている。予備噴射量は主噴射量よりも少なくなるように設定されている。予備噴射量が主噴射量よりも多くなると、予備混合気が過濃になり、主噴射燃料が過早着火を起こすことがある。これに対し、予備噴射燃料が主噴射燃料よりも少なくなると、予備噴射混合気が過濃になりにくく、主噴射燃料の過早着火が抑制される。
予備噴射燃料は、主噴射燃料と予備噴射燃料との総噴射量に対して、２〜２０％とするのが望ましい。
予備噴射(１)は、始動領域では行われないようにしてある。予備噴射(１)が始動領域で行われると、予備噴射燃料の気化によって燃焼室が冷却され、始動が困難になることがある。これに対し、予備噴射(１)が始動領域で行われない場合には、予備噴射燃料の気化による燃焼室の冷却が防止され、始動が容易に行われる。
【００１８】
本発明は、上記実施形態に限定されるものではない。例えば、副燃焼室(２)は、うず室ではなく、予燃焼室であってもよい。
【図面の簡単な説明】
【図１】 本発明の実施形態に係る副室式燃焼室を説明する図で、図１（Ａ）は縦断面図、図１（Ｂ）は燃料噴射時期の説明図である。
【図２】 従来技術に係る副室式燃焼室を説明する図で、図２（Ａ）は縦断面図、図２（Ｂ）は燃料噴射時期の説明図である。
【符号の説明】
(１)…予備噴射、(１ａ)…予備噴射燃料、(２)…主噴射、(７)…副燃焼室、(１９)…燃料噴射ノズル、(２０)…燃料噴射管、(３１)…主燃焼室、(３２)…連通孔。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a sub-chamber combustion chamber of a diesel engine.
[0002]
[Prior art]
As a prior art of the sub-chamber type combustion chamber of a diesel engine, there is one disclosed in Japanese Patent Publication No. 7-116941 (see FIG. 2).
The structure of this combustion chamber is as follows.
The main combustion chamber (101) and the sub-combustion chamber (102) are communicated with each other through the communication hole (103), and the auxiliary combustion chamber (102) is provided with a preliminary injection nozzle (104a) and a main injection nozzle (104b). The preliminary injection (105) and the main injection (106) are performed from the injection nozzle (104a) and the sub nozzle (104b) to the sub combustion chamber (102). The auxiliary combustion chamber (102) has a heat insulating structure. The preliminary injection (105) is performed from the latter half of the suction stroke to the first half of the compression stroke, and the main injection (106) is performed from the latter half of the compression stroke to the first half of the expansion stroke. The pre-injected fuel (107) is injected along the inner wall surface of the auxiliary combustion chamber (102).
[0003]
The advantages of this combustion chamber are explained as follows.
Since the heat of the inner wall surface of the auxiliary combustion chamber (102) is recovered by the preliminary injection fuel (107), cycle efficiency is improved and fuel efficiency is improved. Since the main injection (106) is performed after the pre-injected fuel (107) has sufficiently evaporated, there is no delay in fuel ignition and cycle efficiency is improved. Since the main injection in lean pre-injected fuel (107) (106) is carried out, generation of the NO X is suppressed.
[0004]
[Problems to be solved by the invention]
In the above prior art, the preliminary injection (105) is started near the bottom dead center of the compression stroke. In the vicinity of the bottom dead center of the compression stroke, almost no compression heat or a forced flow into the auxiliary combustion chamber (102) is generated, so that the pre-injected fuel (107) injected at this time is stored in the auxiliary combustion chamber (102). It adheres to the wall surface in liquid form. Part of the adhering fuel absorbs heat from the inner wall surface of the sub-combustion chamber (102) and vaporizes. However, this evaporation lowers the temperature of the inner wall surface, so that part of the adhering fuel remains on the inner wall surface. . The fuel remaining on the inner wall surface is not easily vaporized by the compression heat generated by the compression stroke or the forced flow, and the preliminary mixture formed in the sub-combustion chamber (102) does not reach an appropriate concentration. For this reason, in addition to obtaining the desired advantage, the discharge amount of unburned fuel and unburned gas increases, the thermal efficiency deteriorates, and the fuel consumption also deteriorates.
[0005]
The subject of this invention is providing the thing which can solve the said problem.
[0006]
[Means for Solving the Problems]
The configuration of the invention of claim 1 is as follows (see FIG. 1).
The main combustion chamber (31) and the sub-combustion chamber (7) are communicated with each other through a communication hole (32), and a fuel injection nozzle (19) is provided in the sub-combustion chamber (7). In a sub-chamber combustion chamber of a diesel engine in which preliminary injection (1) and main injection (2) are performed in the chamber (7),
During the period from 60 ° to 30 ° before the top dead center at the compression stroke at the crank angle, the preliminary injection (1) is started ,
Pre-injection ( 1 ) is not performed in the starting area .
[0007]
[Action and effect of the invention]
(Invention of Claim 1)
The present invention has the following effects.
The configuration described above has the following advantages. As shown in FIG. 1 (B), preliminary injection (1) is started during the period from 60 ° to 30 ° before the top dead center at the crank angle at the crank angle. Compared with, the flow velocity of the inflow into the auxiliary combustion chamber (2) is high, and the compression heat is also high. Further, there is a time margin before the start of the main injection (2) as compared with the vicinity of the top dead center of the compression stroke. For this reason, when the preliminary injection (1) is started during this period, the preliminary injection fuel (1a) is refined by the inflow flow having a high flow velocity, quickly vaporized by the high compression heat, and the main injection (2) starts. By this, a premixed gas having an appropriate concentration can be obtained, and an atmosphere that can be easily ignited can be created in the auxiliary combustion chamber (7). When the main injection (2) is performed here, ignition of the main injection fuel is helped, and the ignition delay is shortened. Also, combustion after ignition is promoted. Furthermore, since the mixing of the main injection fuel and air is improved, the utilization of intake air is increased. For these reasons, the amount of unburned fuel and unburned gas discharged is reduced, and fuel consumption is reduced accordingly. In addition, the output is improved at the same time as the thermal efficiency, and the smoke is also cleaned. At the same time, vibration and noise are reduced, and smooth operation is obtained.
In addition, since the preliminary injection ( 1 ) is not performed in the start-up region, the combustion chamber is prevented from being cooled by the vaporization of the pre-injected fuel, and the start is easily performed.
[0008]
(Invention of Claim 2)
The present invention has the following operational effects in addition to the operational effects of the invention of claim 1.
As shown in FIG. 1, since the pre-injected fuel (1a) is injected toward the communication hole (32), there is the following advantage. At the time when the pre-injected fuel (1a) is injected, a pushing flow flows from the main combustion chamber (31) into the auxiliary combustion chamber (7) through the communication hole (32). After passing through the communication hole (32), the flow rate of the pushing flow decreases due to volume expansion in the sub-combustion chamber (7). However, the flow rate does not increase while passing through the communication hole (32). fast. For this reason, when the pre-injected fuel (1a) is injected toward the communication hole (32), the pre-injected fuel (1a) collides with the high-speed pushing flow passing through the communication hole (32), and its fine And dispersion are promoted. In the preliminary air-fuel mixture formed in this way, a local excessively concentrated portion is hardly formed and a local high temperature portion is hardly generated at the time of combustion, so that generation of NO X can be suppressed.
[0009]
(Invention of Claim 3)
The present invention has the following operational effects in addition to the operational effects of the invention of claim 1 or 2.
As shown in FIG. 1, a preliminary injection (1) and a main injection (2) into one auxiliary combustion chamber (7) are connected to one fuel injection pipe (20) and this fuel injection pipe (20). Therefore, the following advantages can be obtained. When the preliminary injection and main injection into one auxiliary combustion chamber are performed via a plurality of injection pipes and a plurality of fuel injection nozzles, the fuel injection device becomes complicated. On the other hand, in the present invention, the fuel injection device is simplified, the manufacturing cost is reduced, and the failure is reduced.
[0010]
(Claim 4)
The present invention has the following operational effects in addition to the operational effects of any one of claims 1 to 3.
As shown in FIG. 1, since the preliminary injection amount is 2 to 20% with respect to the total injection amount of the preliminary injection (1) and the main injection (2), the following advantages are obtained. If the pre-injection amount is less than 2%, the concentration of the pre-air mixture becomes too thin at low load, and the ignition delay of the main injection fuel may not be improved. On the other hand, if it exceeds 20%, the concentration of the pre-air mixture becomes too high at medium and high loads, and the main injection fuel may cause pre-ignition. On the other hand, in the present invention, the concentration of the premixed gas falls within an appropriate range, and the above-described problem hardly occurs.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram illustrating an embodiment of the present invention. In this embodiment, a sub-chamber combustion chamber of a diesel engine is used.
[0012]
The structure of this combustion chamber is as follows.
As shown in FIG. 1 (A), the main combustion chamber (31) and the sub-combustion chamber (7) are communicated with each other through the communication hole (32), and the fuel injection nozzle (19) is provided in the sub-combustion chamber (7). The preliminary injection (1) and the main injection (2) are performed from the fuel injection nozzle (19) to the auxiliary combustion chamber (7). The main combustion chamber (31) is formed between the piston (4) and the cylinder head (17). The auxiliary combustion chamber (7) is formed in the cylinder head (17) and is disposed at a position deviated from the cylinder center axis. This auxiliary combustion chamber (7) is a vortex chamber. The communication hole (32) is inclined with respect to the cylinder center axis. The fuel injection nozzle (19) is inserted into the cylinder head (17) toward the auxiliary combustion chamber (7), and the tip thereof faces the auxiliary combustion chamber (7).
[0013]
The configuration of the fuel injection device is as follows.
As shown in FIG. 1A, fuel is injected from the fuel injection pump (8) into the auxiliary combustion chamber (7) through the spill valve (52), the fuel injection pipe (20), and the fuel injection nozzle (19) in this order. Is to be done. The fuel injection pump (8) is connected to a fuel supply source (54) through a fuel supply pump (53). The fuel injection pump (8) is a plunger pump driven by a fuel injection cam (9). The fuel injection pump (8) continuously discharges fuel from the plunger chamber (37) during the second half of the compression stroke and the first half of the expansion stroke.
[0014]
The spill valve (52) is connected to the fuel supply source (54) and controlled by the control means (56). The spill valve (52) is normally opened, but is opened for a predetermined period from a predetermined time during the discharge period of the plunger chamber (37) according to a command of the control means (56). While the spill valve (52) is open during the discharge period of the plunger chamber (37), the discharged fuel returns to the fuel supply source (54) and fuel injection from the fuel injection nozzle (19) is not performed. While the spill valve (52) is closed, the discharged fuel is sent to the fuel injection pipe (20), and fuel is injected from the fuel injection nozzle (19). During the discharge period of the plunger chamber (37), the spill valve (52) is closed twice, so that the preliminary injection (1) and the main injection (2) are performed.
[0015]
The preliminary injection (1) and the main injection (2) into one auxiliary combustion chamber (7) are one fuel injection pipe (20) and one fuel injection nozzle connected to the fuel injection pipe (20). (19) in order. The preliminary injection fuel (1a) and the main injection fuel are injected toward the communication hole (32). The injection axis (19a) of the fuel injection nozzle (19) is directed to the communication hole (32), and the pre-injected fuel (1a) and the main injected fuel are conical injection centered on the injection axis (19a). Sprayed in a pattern.
[0016]
The fuel injection timing is set as follows.
As shown in FIG. 1B, the preliminary injection (1) is started during the period from 60 ° to 30 ° before the top dead center of the compression stroke at the crank angle. The main injection (2) is started during a period from 30 ° before the top dead center of the compression stroke to the top dead center of the compression stroke. These injection start timings are adjusted by the control means (56) in accordance with operating conditions such as engine speed and engine load.
[0017]
The fuel injection amount is set as follows.
The total injection amount of the preliminary injection (1) and the main injection (2) decreases as the engine load decreases, and the ratio of the preliminary injection amount to the total injection amount is set to decrease as the total injection amount decreases. Yes. The preliminary injection amount is set to be smaller than the main injection amount. When the preliminary injection amount is larger than the main injection amount, the preliminary air-fuel mixture becomes excessively rich and the main injection fuel may cause pre-ignition. On the other hand, when the pre-injected fuel is less than the main injected fuel, the pre-injected air-fuel mixture is less likely to become rich, and pre-ignition of the main injected fuel is suppressed.
The pre-injected fuel is desirably 2 to 20% with respect to the total injection amount of the main injected fuel and the pre-injected fuel.
The preliminary injection (1) is not performed in the starting region. If the preliminary injection (1) is performed in the start-up region, the combustion chamber may be cooled by the vaporization of the pre-injected fuel, which may make starting difficult. On the other hand, when the preliminary injection (1) is not performed in the start-up region, the combustion chamber is prevented from being cooled due to vaporization of the pre-injected fuel, so that the start is easily performed.
[0018]
The present invention is not limited to the above embodiment. For example, the auxiliary combustion chamber (2) may be a precombustion chamber instead of a vortex chamber.
[Brief description of the drawings]
FIG. 1 is a diagram for explaining a sub-chamber combustion chamber according to an embodiment of the present invention, FIG. 1 (A) is a longitudinal sectional view, and FIG. 1 (B) is an explanatory diagram of fuel injection timing.
FIGS. 2A and 2B are diagrams for explaining a sub-chamber combustion chamber according to the prior art, in which FIG. 2A is a longitudinal sectional view and FIG. 2B is an explanatory diagram of fuel injection timing.
[Explanation of symbols]
(1) ... preliminary injection, (1a) ... preliminary injection fuel, (2) ... main injection, (7) ... subcombustion chamber, (19) ... fuel injection nozzle, (20) ... fuel injection pipe, (31) ... Main combustion chamber, (32) ... communication hole.
Claims (4)
クランク角度で圧縮行程の上死点前６０゜から３０゜の期間中に、予備噴射(１)が開始されるとともに、
予備噴射 ( １ ) は、始動領域では行われないようにしたもの。The main combustion chamber (31) and the sub-combustion chamber (7) are communicated with each other through a communication hole (32), and a fuel injection nozzle (19) is provided in the sub-combustion chamber (7). In a sub-chamber combustion chamber of a diesel engine in which preliminary injection (1) and main injection (2) are performed in the chamber (7),
During the period from 60 ° to 30 ° before the top dead center of the compression stroke at the crank angle, the preliminary injection (1) is started ,
Pre-injection ( 1 ) is not performed in the starting area .
１の副燃焼室(７)への予備噴射(１)と主噴射(２)とが、１の燃料噴射管(２０)と、この燃料噴射管(２０)に接続された１の燃料噴射ノズル(１９)とを介して行われるもの。In the sub-chamber combustion chamber of the diesel engine according to claim 1 or 2,
A pre-injection (1) and a main injection (2) into one sub-combustion chamber (7) are one fuel injection pipe (20) and one fuel injection nozzle connected to the fuel injection pipe (20). (19)
予備噴射(１)と主噴射(２)との総噴射量に対し、予備噴射量が２〜２０％であるもの。In the sub-chamber combustion chamber of the diesel engine according to any one of claims 1 to 3,
The preliminary injection amount is 2 to 20% of the total injection amount of the preliminary injection (1) and the main injection (2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22640098A JP3851727B2 (en) | 1998-08-11 | 1998-08-11 | Diesel engine subchamber combustion chamber |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22640098A JP3851727B2 (en) | 1998-08-11 | 1998-08-11 | Diesel engine subchamber combustion chamber |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2000054904A JP2000054904A (en) | 2000-02-22 |
| JP3851727B2 true JP3851727B2 (en) | 2006-11-29 |
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| Application Number | Title | Priority Date | Filing Date |
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| JP22640098A Expired - Fee Related JP3851727B2 (en) | 1998-08-11 | 1998-08-11 | Diesel engine subchamber combustion chamber |
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| Country | Link |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2020105351A1 (en) | 2018-11-20 | 2020-05-28 | ヤンマー株式会社 | Pre-chamber type diesel engine |
| WO2020105355A1 (en) | 2018-11-20 | 2020-05-28 | ヤンマー株式会社 | Subchamber diesel engine |
| WO2020105354A1 (en) | 2018-11-20 | 2020-05-28 | ヤンマー株式会社 | Pre-chamber type diesel engine |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2432398B (en) * | 2005-11-18 | 2008-08-13 | Lotus Car | Reciprocating piston sleeve valve engine |
| GB201520221D0 (en) * | 2015-11-17 | 2015-12-30 | Merritt Dan | Internal combustion engine |
| CN113756932A (en) * | 2020-06-02 | 2021-12-07 | 广州汽车集团股份有限公司 | A pre-combustion chamber structure |
-
1998
- 1998-08-11 JP JP22640098A patent/JP3851727B2/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2020105351A1 (en) | 2018-11-20 | 2020-05-28 | ヤンマー株式会社 | Pre-chamber type diesel engine |
| WO2020105355A1 (en) | 2018-11-20 | 2020-05-28 | ヤンマー株式会社 | Subchamber diesel engine |
| WO2020105354A1 (en) | 2018-11-20 | 2020-05-28 | ヤンマー株式会社 | Pre-chamber type diesel engine |
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| Publication number | Publication date |
|---|---|
| JP2000054904A (en) | 2000-02-22 |
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