Spark ignition engine

A spark ignition engine capable of operating even with a leaner air-fuel mixture to achieve stable ignition and combustion performance. An ignition plug is fitted to a cylinder head through a sleeve, and the ignition electrode of the ignition plug is disposed in a cylinder, facing a single chamber type combustion chamber. The sleeve is formed in a blind cylindrical shape, an auxiliary chamber storing the ignition electrodes of the ignition plug is formed at the bottom part of the sleeve, and a nozzle hole allowing the auxiliary chamber to communicate with the combustion chamber is formed in the bottom part of the sleeve. The bottom part of the sleeve is projected from an explosion surface to the inside of the combustion chamber and the position of ignition by the ignition electrode is set near the explosion surface.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to spark ignition engines comprising a single chamber type combustion chamber.

2. Background Art

Conventionally, in order to achieve the stable ignition performance even with the leaner air-fuel mixture, the spark ignition engine comprising the single chamber type combustion chamber comprises an ignition plug, which is provided in an auxiliary chamber without fuel supply (e.g. see JP-A-4-287826). In the spark ignition engine like this, as shown inFIGS. 15 and 16, a combustion chamber25is formed between a cylinder head21and the top of a piston23installed in a cylinder22, and an ignition plug27is provided in the cylinder head21in such a way that ignition electrodes27aare disposed over the combustion chamber25. A cap28having a plurality of nozzle holes28ais provided at the tip of the ignition plug27so as to cover the ignition electrodes27a, and an auxiliary chamber30is thus formed in the cap28, communicated with the combustion chamber25through the plurality of nozzle holes28a. Therefore, when the air-fuel mixture flowed into the auxiliary chamber30from the cylinder22is spark-ignited with the ignition electrodes27aof the ignition plug27, the flame blown off out of the plurality of nozzle holes28abecomes a flame jet. The flame jet makes the turbulence and is transmitted into the combustion chamber25. As a result, the air-fuel mixture in the combustion chamber25is fully combusted. Hence, the turbulence generated by the flame jet makes the rapid combustion possible.

BRIEF SUMMARY OF THE INVENTION

Problems to Be Solved By the Invention

With respect to the conventional spark ignition engine, the auxiliary chamber is formed at the tip of the lower portion of the ignition plug, provided with the cap formed in the blind cylindrical shape. Thus, the diameter of the auxiliary chamber is limited by the diameter of the ignition plug. So, in order to secure the effective volume in the auxiliary chamber, the height thereof has to be higher. Therefore, the height of the auxiliary chamber becomes much longer than the width thereof, such that the length between the position of ignition by the ignition electrodes and the nozzle holes provided at the lower portion of the auxiliary chamber, makes it easy for the residual gas is easy to remain around the position of ignition. As a result, the ignition in the auxiliary chamber or the flame expansion is prevented by the effect of the residual gas, so that the stable ignition and combustion performance with leaner air-fuel mixture is difficult to achieve.

The objective of the present invention is to provide a spark ignition engine capable of operating with a leaner air-fuel mixture to achieve stable ignition and combustion performance.

Means of Solving the Problems

The objective of the present invention is described above. The means of solving the problem are described below.

In accordance with the present invention, a spark ignition engine comprising a cylinder, a cylinder head, a piston, a sleeve formed in the blind cylindrical shape, an auxiliary chamber formed at the bottom part of the sleeve, an ignition plug fitted to the cylinder head through the sleeve, a set of ignition electrodes of the ignition plug facing a single chamber type combustion chamber in the cylinder and one or more nozzle hole allowing the auxiliary chamber to communicate with the combustion chamber, characterized in that the bottom of the sleeve is projected to the inside of the combustion chamber from an explosion surface of the cylinder head; and the ignition position by the ignition electrodes is set near the explosion surface.

Preferably, the auxiliary chamber is formed in the cylindrical shape and is surrounded by the sleeve and the ignition plug, and in that the ratio of the height of the auxiliary chamber to the diameter of the same is set within the range of 0.5 to 1.0.

Preferably, the position of ignition is set in the lower side than the residual gas that remains in the auxiliary chamber at ignition timing before the piston reaches top dead center.

Preferably, the ratio of the length between the inside upper surface of the auxiliary chamber and the position of ignition to the height of the auxiliary chamber is set within the range of 0.5 to 0.8.

Preferably, the ratio of the volume of the auxiliary chamber to that of the combustion chamber when the piston reaches top dead center is set within the range of 0.010 to 0.015.

Preferably, the nozzle holes are set as one or more pairs of the holes symmetrical relative to the position of ignition, and in that the angle that each of the pair of the holes makes in the gravity direction is set within the range of 80 to 100 degrees.

Preferably, the directions of the nozzle holes are set as the directions of the lines between the position of ignition and the centers of valve recesses provided in the outer periphery of the combustion chamber or the centers of the valve recesses adjacent to each other, and in that the tolerance angles that the directions of the nozzle holes and the directions of the lines make are set within the range of −10 to 10 degrees in the horizontal direction.

Effect of the Invention

The effects of the present invention are described below.

According to the present invention, the standard ignition plugs can be used for the spark ignition engine and cost reduction can be achieved. The flame jet can be generated by the flame blown into the combustion chamber out of the auxiliary chamber through the nozzle holes provided in the sleeve, so that the flame jet can generate the turbulence, which makes rapid combustion possible without the conventional auxiliary chamber type ignition plug. Moreover, the nozzle holes can be provided away from the explosion surface of the piston, so that the flame jet can be prevented from being affected by the temperature of the explosion surface. Furthermore, the auxiliary chamber can be simply formed, so that the auxiliary chamber can be freely designed, the position of ignition can be freely disposed and, thus, the auxiliary chamber that is capable of preventing from being affected by the residual gas can be easily formed.

According to the present invention, the ratio of the height of the auxiliary chamber to the width of the same can be appropriately set, so that the spark ignition engine can be operated with the leaner air-fuel mixture than conventional.

According to the present invention, the position of ignition with the ignition plug can be disposed at an appropriate position to the auxiliary chamber, so that the auxiliary chamber can prevent the residual gas therein from affecting the ignition and combustion performance. Consequently, the stable ignition and combustion can be achieved even with the leaner air-fuel mixture, and thus the available operation range of the engine can be expanded to the lean side.

According to the present invention, the position of ignition with the ignition plug can be disposed at an appropriate position to the auxiliary chamber, so that the auxiliary chamber can prevent the residual gas therein from affecting the ignition and combustion performance. Consequently, the stable ignition and combustion can be achieved even with the leaner air-fuel mixture, and thus the available operation range of the engine can be expanded to the lean side.

According to the present invention, the ratio of the volume of the auxiliary chamber to the volume of the combustion chamber can be appropriately set, so that the stable combustion can be secured and thus the available operation range of the engine can be expanded to the lean side.

According to the present invention, the angles of the nozzle holes make can be appropriately set, so that the stable combustion can be secured as the flame jet is surely blown off out of the nozzle holes and thus the available operation range of the engine can be expanded to the lean side.

According to the present invention, the directions of the nozzle holes can be appropriately set, so that the stable combustion can be secured and thus the available operation range of the engine can be expanded to the lean side.

DETAILED DESCRIPTION OF THE INVENTION

In the spark ignition engine according to the present invention, as shown inFIGS. 1 and 2, a cylinder2is disposed under a cylinder head1and a piston3is slidably installed in the cylinder2in the vertical direction. A concave-shaped surface3ais formed at the upper end of the piston3, facing the cylinder head1. A combustion chamber5is formed as the space surrounded by the cylinder head1, the cylinder2and the concave-shaped surface3a. An intake valve and an exhaust valve (both not shown) are provided in the cylinder head1, facing respective valve recesses3bprovided on the piston3(seeFIG. 3). By opening and shutting the intake valve and the exhaust valve alternately, the intake and exhaust for the combustion chamber5can be carried out.

A sleeve6, which is formed in the blind cylindrical shape, is fitted in the vertical direction at the center of the cylinder head1related to the combustion chamber5. An ignition plug7is provided in the sleeve6. Ignition electrodes (a ground electrode)7aand (a center electrode)7bare provided at the lower tip of the ignition plug7so as to dispose over the combustion chamber5. The ignition electrodes7aand7bare covered with the bottom of the sleeve6projected into the combustion chamber5. Thus, an auxiliary chamber10storing the ignition electrodes7aand7bis formed at the bottom part of the sleeve6.

As shown inFIG. 3, the auxiliary chamber10is disposed at the center of the combustion chamber5viewed from the top and the valve recesses3bprovided on the piston3are disposed around the auxiliary chamber10. The valve recesses3bserve as a valve recess for the intake valve or for the exhaust valve. In this embodiment, four valve recesses3b(the two of them are for the intake valve and the remainder for the exhaust valve) are disposed laterally symmetrically related to the auxiliary chamber10and arranged every 90 degrees.

Plural nozzle holes6aare drilled at the lower periphery of the sleeve6at equal intervals and thus the auxiliary chamber10is communicated with the combustion chamber5through the plural nozzle holes6a. Thus, the air-fuel mixture taken into the cylinder2by the intake valve flows into the auxiliary chamber10through the plural nozzle holes6a, and then the air-fuel mixture is spark-ignited by the ignition electrodes7aand7bof the ignition plug7. Hence, the flame is blown into the combustion chamber5out of the plural nozzle holes6aand transmitted.

Here, the bottom part of the sleeve6provided with the plural nozzle holes6ais projected into the combustion chamber5and extended lower than an explosion surface1a(the bottom surface of the cylinder head1facing the cylinder2). In the sleeve6, the ignition electrodes7aand7bof the ignition plug7are projected near the explosion surface1a. Hence, the position12of ignition by the ignition electrodes7aand7bin the auxiliary chamber10is set near the explosion surface1ain the vertical direction.

Consequently, when the air-fuel mixture in the auxiliary chamber10is spark-ignited by the ignition plug7in order to achieve the lean burn without another fuel supply, the flame jet can be generated by the flame blown into the combustion chamber5out of the auxiliary chamber10through the plural nozzle holes6aprovided in the sleeve6, so that the flame jet can generate the turbulence, which makes rapid combustion possible without the conventional auxiliary chamber type ignition plug. Moreover, the plural nozzle holes6acan be provided away from the explosion surface1a, so that the flame jet can be prevented from being affected by the temperature of the explosion surface1a.

Furthermore, the auxiliary chamber10is configured as the space formed between the sleeve6and the ignition plug7, so that the shape thereof is obviously decided. Thus, the auxiliary chamber10can be simply formed, so that the auxiliary chamber10that is capable of preventing from being affected by the residual gas can be easily formed.

In this embodiment, the auxiliary chamber10is formed in the cylindrical shape and the diameter thereof substantially corresponds to the outside diameter of the sleeve6. As shown inFIG. 2, the height (vertical length) of the auxiliary chamber10is defined as a length L1, which is the length from the inside bottom of the sleeve6to the bottom of the ignition plug7and the diameter (lateral length) of the auxiliary chamber10is defined as a length L2, which is equal to the inside diameter of the sleeve6. The auxiliary chamber10is formed in such a way that the relation between the lengths L1and L2implements a formula (1).
0.5≦L1/L2≦1.0  (1)

In other words, the ratio L1/L2of the auxiliary chamber10is calculated by dividing the height of the auxiliary chamber10by the diameter of the auxiliary chamber10, and the ratio L1/L2of the auxiliary chamber10is set within the range of 0.5 to 1.0, namely, the auxiliary chamber10is formed with the longer side at the top thereof in a cross-section view.

As shown inFIG. 4, the auxiliary chamber10is formed as described above, so that the density of the air-fuel mixture in misfire limit when the ratio L1/L2is small can be leaner than when the ratio is large. In other words, the excess air ratio in misfire limit becomes larger. Thus, the ratio of the auxiliary chamber10is set as an appropriate value within the above-mentioned range, so that the engine can be operated with as lean air-fuel mixture as possible.

As shown inFIG. 5, if the ratio L1/L2of the auxiliary chamber10is set within the range of 0.5 to 1.0, then the variation ratio in combustion can become the smallest and the stability of combustion can be increased. Therefore, the stable combustion can be achieved with lean air-fuel mixture, and thus the high-compression operation can be achieved.

If the position of ignition by the ignition electrodes in the auxiliary chamber is conventionally set at the upper part of the auxiliary chamber, namely, at the opposite side to the nozzle holes communicating to the combustion chamber, then much residual gas exists around the position of ignition in the auxiliary chamber before the piston reaches top dead center. Thus, when new air-fuel mixture is flowed into the auxiliary chamber through the nozzle holes, the new air-fuel mixture cannot efficiently reach the position of ignition, affected by the residual gas, and when spark-ignited the stable combustion cannot be achieved.

In order to secure stable ignition and combustion performance with the lean air-fuel mixture, the position12of ignition is set at the appropriate position where the residual gas may not affect combustion performance. As shown inFIG. 6, in the auxiliary chamber10set at the appropriate ratio above-mentioned, the ignition electrodes7aand7bof the ignition plug7are projected into the auxiliary chamber10and the position12of ignition by the ignition electrodes7aand7bis set near the nozzle holes6aof the sleeve6and near the explosion surface1a.

The position12of ignition by the ignition electrodes7aand7bis set as discussed below. Concretely, the volume of the residual gas that is remaining in the auxiliary chamber10at the ignition timing before the piston3reaches top dead center during the compression stroke is calculated. The volume that the calculated volume of the residual gas occupies in the auxiliary chamber10is set smaller than the predetermined one. In other words, the volume of the residual gas that is remaining in the auxiliary chamber10at the ignition timing before the piston3reaches top dead center during the compression stroke is calculated according to a formula (2).
Volume of auxiliary chamber*volume of cylinder at ignition timing (includes volume of auxiliary chamber)/volume of cylinder when intake valve closed (includes volume of auxiliary chamber)  (2)

The position12of ignition is determined according to the volume of the space over the position12of ignition in the auxiliary chamber10, which is set larger than the volume of the residual gas calculated according to the formula (2). Here, when the piston3is pushed up, the residual exhaust gas is compressed upward. The volume of the residual exhaust gas is set smaller than the volume of the space over the position12of ignition in the auxiliary chamber10, so that the residual exhaust gas can be positioned over the position of ignition when spark-ignited. Consequently, the combustion in the auxiliary chamber10can be prevented from being affected.

The volume of the space over the position12of ignition in the auxiliary chamber10can be calculated on the basis of a length L3between the top of the auxiliary chamber (the bottom of the ignition plug7) and the position12of ignition and the length L2(the diameter of the auxiliary chamber10). Here, the bottom area is common. Therefore, the value calculated by dividing the volume of residual gas by the bottom area is set shorter than the length L3.

In other words, at the ignition timing before the piston3reaches top dead center, if the position of ignition is set appropriately, then the length L3between the top of the auxiliary chamber10and the position12of ignition is set longer than a length L4between the upper end of the auxiliary chamber10and the lower end of the residual gas existing in the auxiliary chamber10(i.e. L3>L4).

Thus, the position12of ignition of the air-fuel mixture by the ignition electrodes7aand7bof the ignition plug7is set nearer the nozzle holes6athan the residual gas remaining in the auxiliary chamber10. Therefore, the position12of ignition by the ignition plug7can be set at the appropriate position in the auxiliary chamber10, so that the ignition and combustion performance can be prevented from being affected by the residual gas in the auxiliary chamber10. Consequently, the stable ignition and combustion can be achieved even with the leaner air-fuel mixture, and thus the available operation range of the engine can be expanded to the lean side.

Concretely, the position12of ignition is set against the auxiliary chamber10in such a way that the relation between the length L3between the inside upper surface of the auxiliary chamber10and the position12of ignition and the length L1defined as the height of the auxiliary chamber10has a formula (3).
0.5≦L3/L1≦0.8  (3)

In other words, the value L3/L1calculated by dividing the length L3by the length L1is set within the range of 0.5 to 0.8.

In this case, as shown inFIG. 7, the density of the air-fuel mixture in misfire limit when the calculated value L3/L1is large can be leaner than when the value L3/L1is small. In other words, the excess air ratio in misfire limit becomes larger. Thus, the calculated value L3/L1is set at an appropriate value within the above-mentioned range and the position12of ignition is set against the auxiliary chamber10, so that the engine can be operated with as lean air-fuel mixture as possible.

As shown inFIG. 8, if the density of the air-fuel mixture in misfire limit is constant, then when the calculated value L3/L1is large the stability of combustion can be increased and the variation ratio in combustion can become smaller than when the value L3/L1is small. Therefore, the stable combustion can be achieved with lean air-fuel mixture, and thus the high-compression operation can be achieved.

A volume V1is defined as the volume of the auxiliary chamber10and a volume V2is defined as the volume of the combustion chamber5when the piston3reaches top dead center. The relation between the volume V1and V2has a formula (4).
0.010≦V1/V2≦0.015  (4)

In other words, the ratio V1/V2is calculated by dividing the volume V1by the volume V2and the ratio V1/V2is set within the range of 0.010 to 0.015.

In the auxiliary chamber10, as shown inFIG. 9, if the ratio V1/V2is set within the range of 0.010 to 0.015, then the density of the air-fuel mixture becomes leanest in misfire limit. In other words, the excess air ratio in misfire limit becomes larger. Thus, the volume ratio of the auxiliary chamber to the combustion chamber is set as an appropriate value within the above-mentioned range, so that the engine can be operated with as lean air-fuel mixture as possible.

As shown inFIG. 10, if the ratio V1/V2is set within the range of 0.010 to 0.015, then the variation ratio in combustion can become the smallest and the stability of combustion can be increased. Therefore, the stable combustion can be achieved with lean air-fuel mixture, and thus the high-compression operation can be achieved.

The auxiliary chamber10is formed as above-mentioned, whereas the plural nozzle holes6aare drilled at the bottom of the sleeve6in such a way that there are plural pairs of two nozzle holes6adrilled in the diameter direction. That is to say, the plural pairs of two nozzle holes6aare set symmetrically relative to the position12of ignition by the ignition plug7. Moreover, the nozzle holes6aare formed inclined downward toward the outer periphery of the combustion chamber5and the flame jet can be blown radially into the combustion chamber5out of the auxiliary chamber10through the nozzle holes6a. Furthermore, as shown inFIG. 6, the angle α that each of the pair of nozzle holes6amakes in the gravity direction is set within the range of 80 to 100 degrees.

As shown inFIG. 11, if the angle α is set within the range of 80 to 100 degrees, then the density of the air-fuel mixture becomes leanest in misfire limit. In other words, the excess air ratio in misfire limit becomes larger. Thus, the angle α is set at the appropriate value within the above-mentioned range, so that the engine can be operated with as lean air-fuel mixture as possible.

As shown inFIG. 12, if the angle α is set within the range of 80 to 100 degrees, then the variation ratio in combustion can become smaller and the stability of combustion can be increased to the best. Therefore, the stable combustion can be achieved with lean air-fuel mixture, and thus the high-compression operation can be achieved.

Moreover, the pairs of nozzle holes6aare spaced at equal intervals related to the position12of ignition by the ignition plug7in a top view. In this embodiment, two pairs of nozzle holes6aare drilled and arranged every 90 degrees. In other words, four nozzle holes are drilled and arranged every 90 degrees at the bottom periphery of the auxiliary chamber10.

The directions of drilling the nozzle holes are set in such a way that, as shown inFIG. 3(a), each of the blowout direction of the flame jet out of the nozzle hole6apoints to each center of the valve recess3b(the directions of the nozzle holes are the same as the directions of the line O1). In an alternative embodiment, as shown inFIG. 3(b), the directions of the nozzle holes are set in such a way that each of the blowout direction of the flame jet out of the nozzle hole6apoints to each center between the two adjacent valve recesses3b(the directions of the nozzle holes are the same as the directions of the line O2).

Moreover, a tolerance angle β that the drilling direction of the nozzle hole6aand the line O1or O2makes is set within the range of −10 to 10 degrees in the horizontal direction. Furthermore, the directions of drilling the nozzle holes6aare determined according to the shape of the combustion chamber5whether the directions of the line are O1or O2. Here, the arrows inFIGS. 3(a) and3(b) show the blowout directions of the flame jets blown off out of the nozzle holes6a.

As shown inFIG. 13, if the directions of drilling the nozzle holes6ais set as the directions of the line O1or O2and the tolerance angle β0is set within the range of −10 to 10 degrees in the horizontal direction, then the density of the air-fuel mixture becomes leanest in misfire limit. In other words, the excess air ratio in misfire limit becomes larger. Thus, the directions of drilling the nozzle holes6aare set at the appropriate value within the above-mentioned range, so that the engine can be operated with as lean air-fuel mixture as possible.

As shown inFIG. 14, if the tolerance angle β is set within the range of −10 to 10 degrees, then the variation ratio in combustion can become smaller and the stability of combustion can be increased. Therefore, the stable combustion can be achieved with lean air-fuel mixture, and thus the high-compression operation can be achieved.

INDUSTRIAL APPLICABILITY

According to the present invention, the spark ignition engine can be suitably applicable to spark ignition engines comprising the single chamber type combustion chamber.