An internal combustion engine

Abstract: An internal combustion engine comprising a spark plug arranged at the center of the inner wall of the cylinder head (3), and a fuel injector (14) arranged on the periphery of the inner wall of the cylinder head. A depression (15) extending from the position beneath the spark plug to the position beneath the tip portion of the fuel injector is formed on the top face of the piston (2), and fuel is injected toward the depression. When the engine is operating under a heavy load, the fuel moving along the axis of injection impinges upon the concaved inner wall of the depression at substantially a right angle. When the engine is operating under a light load, the injection time is retarded, and at this time, the fuel moving along the axis of injection impinges upon the concaved inner wall of the depression at an acute angle.

Description: The present invention relates to an internal combustion engine according to the preamble of claim 1. A generic internal combustion engine is known from the DE-A-3 903 842 part of which corresponds to Japanese Unexamined Utility Model N°. 1-124042. The top face of a piston of this internal combustion engine comprises a depression having a deep and a flat portion in its concaved inner wall towards which fuel is injected. The injection time is controlled by control means depending on the engine load. When the engine is operating under heavy load the fuel is injected towards the flat portion, while during light load the fuel is injected towards the deep portion, a swirl motion, swirling about the axis of the cylinder, is created in the combustion chamber, and an ignitable air-fuel mixture is formed around the spark plug due to the swirl motion. In this engine, however, such a swirl motion swirling about the axis of the cylinder must be created, and therefore, where such a swirl motion can not be created, the method of forming the air-fuel mixture around the spark plug by using the swirl motion can no longer be adopted. Further, in this engine, the strength of the swirl motion is changed in accordance with a change of the operating state of the engine. Therefore, if the formation of the air-fuel mixture around the spark plug relies completely on the swirl motion, a problem arises in that it is difficult to create a proper air-fuel mixture around the spark plug for all of the operating states of the engine. It is the object of the present invention to provide an internal combustion engine capable of forming a proper air-fuel mixture around the spark plug, regardless of the load under which the engine is running. According to the present invention, this object is achieved by the features of claim 1. Advantageous further developments are set out in the dependent claims. The present invention may be more fully understood from the description of preferred embodiments of the invention set forth below, together with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS In the drawings: Fig. 1 is a cross-sectional side view of a two-stroke engine; Fig. 2 is a plan view of a piston; Fig. 3 is a view illustrating an inner wall of a cylinder head; Fig. 4 is a diagram illustrating the opening time of an intake valve and an exhaust valve; Figs. 5A through 5E are cross-sectional side views of the engine, illustrating the operation thereof; Fig. 6 is a cross-sectional side view of the engine, illustrating a second embodiment of the present invention; Fig. 7 is a plan view of the piston; Fig. 8 is a perspective view of the top portion of the piston; Figs. 9 and 10 are cross-sectional side views of the engine, illustrating the operations thereof; Fig. 11 is a cross-sectional side view of the engine, illustrating a third embodiment of the present invention; Fig. 12 is a plan view of the piston; Fig. 13 is a cross-sectional side view of the top portion of the piston; Figs. 14 and 15 are cross-sectional side views of the engine, illustrating the operations thereof; Fig. 16 is an enlarged cross-sectional view of a portion of the piston illustrated in Figs. 11 through 13; Fig. 17 is an enlarged cross-sectional side view of a portion of the piston, illustrating a modification of the piston; and Fig. 18 is an enlarged cross-sectional side view of a portion of the piston, illustrating another modification of the piston. Referring to Figs. 1 through 3, reference numeral 1 designates a cylinder block, 2 a piston reciprocally movable in the cylinder block 1, 3 a cylinder head fixed onto the cylinder block 1, and 4 a combustion chamber formed between the inner wall 3a of the cylinder head 3 and the top face of the piston 2. A depression 5 is formed on the inner wall 3a of the cylinder head 3, and a pair of intake valves 6 are arranged on the inner wall portion 3b of the cylinder head 3, which forms the bottom wall of the depression 5. The inner wall portion 3c of the cylinder head 3 other than the depression 5 is substantially flat and inclined, and a pair of exhaust valves 7 are arranged on this inner wall portion 3c of the cylinder head 3. The inner wall portions 3b and 3c of the cylinder head 3 are interconnected via the peripheral wall 8 of the depression 5. The peripheral wall 8 of the depression 5 comprises masking walls 8a arranged as close as possible to the peripheral portions of the corresponding intake valves 6 and extending archwise along the periphery of the corresponding intake valves 6, a fresh air guide wall 8b arranged between the intake valves 6, and fresh air guide walls 8c each arranged between the circumferential wall of the inner wall 3a of the cylinder head 3 and the corresponding intake valve 6. The masking walls 8a extend toward the combustion chamber 4 to a position lower than the intake valves 6 when the valves 6 are in the maximum lift position, and thus the valve opening between the valve seat 9 and the peripheral portion of the intake valve 6, which is located on the exhaust valve side, is masked by the corresponding masking wall 8a for the entire time for which the intake valve 6 is open. The fresh air guide wall 8b and the fresh air guide walls 8c are located on substantially the same plane and extend substantially in parallel to the line passing through the centers of the intake valves 6. The spark plug 10 is arranged on the inner wall portion 3c of the cylinder head 3 in such a manner that it is located at the center of the inner wall 3a of the cylinder head 3. Intake ports 12 are formed in the cylinder head 3 for the intake valves 6, and exhaust ports 13 are formed in the cylinder head 3 for the exhaust valves 7. A fuel injector 14 is arranged at the periphery of the inner wall 3a of the cylinder head 3, between the intake valves 6, and fuel is injected from the fuel injector 14 toward the combustion chamber 4. As illustrated in Figs. 1 and 2, a depression 15 extending from a point beneath the spark plug 10 to a point beneath the tip portion of the fuel injector 14 is formed on the top face of the piston 2. In the embodiment illustrated in Figs. 1 and 2, the depression 15 has a substantially spherical shape, which is symmetrical with respect to the vertical plane K-K including the spark plug 10 and the fuel injector 14. Further, a recessed portion 16 is formed on the central portion of the top face of the piston 2 and has a spherical shape having a radius of curvature which is smaller than that of the depression 15. The recessed portion 16 is also arranged in the vertical plane K-K and opens to the upper interior of the depression 15. As illustrated in Fig. 1, when the piston 2 reaches top dead center (TDC), the spark plug 16 enters the recessed portion 16. The top face portion 2a of the piston 2 positioned opposite to the depression 15 with respect to the recessed portion 16 is substantially flat and inclined so that, when the piston 2 reaches TDC as illustrated in Fig. 1, a squish area 17 is formed between the inner wall portion 3c of the cylinder head 3 and the top face portion 2a of the piston 2. In the embodiment illustrated in Figs. 1 through 3, as illustrated in Fig. 4, the exhaust valves 7 open earlier than the intake valves 6, and the exhaust valves 7 close earlier than the intake valves 6. In addition, in Fig. 4, I ℓ indicates the fuel injection time set when the engine is operating under a light load, and I h indicates the fuel injection time set when the engine is operating under a heavy load. Consequently, in the embodiment illustrated in Figs. 1 through 3, the fuel injection time is advanced as the engine load becomes heavier. As illustrated in Fig. 5A, when the intake valves 6 and the exhaust valves 7 are open, fresh air flows into the combustion chamber 4 via the intake valves 6. At this time, since the valve openings of the intake valves 6, which openings are located on the exhaust valve side, are masked by the masking walls 8a, the fresh air flows into the combustion chamber 4 from the valve openings of the intake valves 6, which openings are located on the opposite side of the masking walls 8a. Then, as illustrated by the arrow W in Fig. 5A, the fresh air flows downward along the inner wall of the cylinder, located beneath the intake valves 6 and then moves forward along the top face of the piston 2 and flows upward along the inner wall of the cylinder, located beneath the exhaust valves 7. Thus, the fresh air flows within the combustion chamber 4 in the form of a loop. The burned gas in the combustion chamber 4 is discharged via the exhaust valves 7 by the air stream W flowing in the form of a loop manner, and a swirl motion X swirling in a vertical plane is created in the combustion chamber 4 by the airstream W flowing in the form of a loop. Then, the piston 2 passes through the bottom dead center (BDC) and starts to move upward. Thereafter, the intake valves 6 and the exhaust valves 7 are closed, and the injection of fuel by the fuel injector 14 is then carried out. Next, the fuel injection method will be described with reference to Figs. 5B through 5E. Figures 5B and 5C illustrate the case wherein the engine is operating under a light load, and Figs. 5D and 5E illustrate the case wherein the engine is operating under a heavy load. Fuel is injected from the fuel injector 14 toward the concaved inner wall of the depression 15, as illustrated by Fig. 5B. In the embodiment illustrated in Figs. 1 through 3, the spray of the injected fuel has, for example, a conical shape as illustrated in Fig. 5(B), and the axis of injection Z of the fuel is positioned in the vertical plane K-K illustrated in Fig. 2. When the engine is operating under a light load, the injected fuel moving forward along the axis of injection Z impinges obliquely upon the concaved inner wall of the depression 15 at an acute angle ϑ, as illustrated by Fig. 5B. When the injected fuel impinges obliquely upon the concaved inner wall of the depression 15, the fuel moves forward, while being vaporized, to the region beneath the spark plug 10 along the concaved inner wall of the depression 15 due to the inertia thereof, as illustrated by the arrow F₁ in Fig. 5C, and the fuel is then introduced into the recessed portion 16. When the engine is operating under a light load, the amount of fuel injected by the fuel injector 14 is small, but at this time, since a large part of the injected fuel is carried to the region beneath the spark plug 10, an ignitable air-fuel mixture is formed around the spark plug 10. In addition, the swirl motion X created in the combustion chamber 4 as illustrated in Fig. 5A is gradually attenuated, and the radius of the swirl motion X becomes smaller as the piston 2 moves upward. This swirl motion X becomes the swirl motion X, which flows along the concaved inner wall of the depression 15 as illustrated in Fig. 5B, when the piston 2 approaches TDC. The swirl motion X provides the force which causes the injected fuel to move to the region beneath the spark plug 10, and further, when the piston 2 moves closer to TDC, the squish flow is spouted from the squish area 17 as illustrated by the arrow S in Fig. 5C, and this squish flow S also flows along the concaved inner wall of the depression 15. Consequently, this squish flow S also provides a force which causes the injected fuel to move to the region beneath the spark plug 10. Furthermore, the fuel moving to the region beneath the spark plug 10 along the concaved inner wall of the depression 15 is atomized by the swirl motion X and the squish flow S, and thus an ignitable air-fuel mixture which has been fully atomized is collected around the spark plug 10. Consequently, even when the amount of fuel injected by the fuel injector 14 is small, because the engine is operating under a light load, a good ignition and a subsequent good combustion can be obtained. As mentioned above, when the engine is operating under a heavy load, the injection time is advanced, compared with when the engine is operating under a light load, and therefore, as illustrated in Fig. 5D, the injection of fuel is started when the piston 2 is in a lower position, than when the engine is operating under a light load. At this time, as illustrated in Fig. 5D, the injected fuel moves forward along the axis of injection Z and impinges upon the concaved inner wall of the depression 15 at substantially a right angle. When the injected fuel impinges upon the concaved inner wall of the depression 15 at substantially a right angle, the fuel spreads along the concaved inner wall of the depression 15 in all directions from the point of impingement of the fuel moving along the axis of injection Z, as illustrated by F₂ in Fig. 5E, and in this case, a part of the fuel, which has impinged upon the concaved inner wall of the depression 15, moves to the region beneath the spark plug 10 and is then introduced into the recessed portion 16. As mentioned above, when the amount of fuel injected by the fuel injector 14 is large, because the engine is operating under a heavy load, since a part of the injected fuel is introduced around the spark plug 10, the air-fuel mixture formed around the spark plug 10 does not become excessively rich, and thus an easily ignitable air-fuel mixture is formed around the spark plug 10. Also, when the engine is operating under a heavy load, since the injected fuel is distributed on the concaved inner wall of the depression 15, over a wide range thereof, the vaporization of the injected fuel is promoted, and since the injection time is advanced, a sufficient time for the fuel to be vaporized is given to the injected fuel. As a result, even when the engine is operating under a heavy load, and thus the amount of fuel injected by the fuel injector 14 is large, the vaporization of the entire injected fuel is efficiently promoted. Furthermore, when the engine is operating under a heavy load, both the swirl motion X as illustrated in Fig. 5B, and the squish flow S as illustrated in Fig. 5C, are also generated, and thus the vaporization of the injected fuel is further promoted by the swirl motion X and squish flow S. Figures 6 through 8 illustrate a second embodiment. In this embodiment, similar components are indicated by the same reference numerals used in Figs. 1 through 3. As illustrated in Figs. 6 through 8, in this embodiment a fuel guide groove 18 is formed on the concaved inner wall of the depression 15. This fuel guide groove 18 extends archwise from the lowermost bottom portion of the concaved inner wall of the depression 15 to the top face of the piston 2, which is located beneath the spark plug 10. As can be seen from Fig. 6, the bottom wall of the fuel guide groove 18 is smoothly connected to the concaved inner wall of the depression 15. Also, the fuel guide groove 18 has a substantially semi-circular cross-sectional shape which is symmetric with respect to the vertical plane K-K. Therefore, when the piston 2 reaches TDC as illustrated in Fig. 6, the spark plug 10 enters the upper portion of the fuel guide groove 18. Also in this embodiment, as illustrated in Fig. 9, when the engine is operating under a light load, the injected fuel, moving forward along the axis of injection Z impinges obliquely upon the concaved inner wall of the depression 15, and after the fuel has impinged upon the concaved inner wall of the groove 15, the fuel flows into the fuel guide groove 18 due to the inertia thereof. Then, the fuel is guided by the fuel guide groove 18 and moves to the upper portion of the fuel guide groove 18, as illustrated by F₁ in Fig. 10. In this embodiment, by forming the fuel guide groove 18 on the concaved inner wall of the depression 15, even when the amount of fuel injected by the fuel injector 14 is small, it is possible to-collect a large part of the injected fuel in the upper portion of the fuel guide groove 18. Therefore, a good ignition can be obtained even when the engine is operating under a light load. Figures 11 through 13 illustrate a third embodiment. In this embodiment, similar components are indicated by the same reference numerals used in Figs. 1 through 3. As illustrated in Figs. 11 through 13, in this embodiment, a step portion 19 is formed on the concaved inner wall of the depression 15 between the recessed portion 16 and the lowermost bottom portion of the concaved inner wall of the depression 15. As can be seen from Figs. 12 and 13, this step portion 19 extends archwise around the lowermost bottom portion of the depression 15. Also in this embodiment, as illustrated in Fig. 14, when the engine is operating under a light load, the injected fuel, moving forward along the axis of injection Z and impinges obliquely upon the concaved inner wall of the depression 15. After the fuel impinges upon the concaved inner wall of the depression 15, the fuel flows toward the recessed portion 16 due to the inertia thereof, as illustrated by F₁ in Figs. 15 and 16, and then passes through the step portion 19. At this time, the fuel F is separated from the concaved inner wall of the depression 15 as illustrated by F₂ in Fig. 16, and thus the fuel F₁ is divided into fine particles, whereby the vaporization of the fuel F₁ is promoted. In addition, the heat of the inner edge of the step portion 19 can not easily escape, and thus the inner edge of the step portion 19 is maintained at a high temperature. Therefore, when the fuel F₁ passes through the step portion 19, the fuel F₁ receives the heat from the inner edge of the step portion 19, and thus the vaporization of the fuel F₁ is further promoted. In addition, when the swirling stream X and the squish flow S pass through the step portion 19, an air turbulence is created downstream of the step portion 19 as illustrated by T in Fig. 16, and due to this air turbulence, the mixing of air and the vaporized fuel is promoted. As a result, since sufficient vaporized fuel is collected in the recessed portion 16, a good ignition can be obtained. This also occurs when the engine is operating under a heavy load. Figures 17 and 18 illustrate separate modifications of the third embodiment. In the modification illustrated in Fig. 17, a groove 20 is formed on the concaved inner wall of the depression 15 at a position which is the same as that of the step portion 19 illustrated in Fig. 16. The groove 20 also extends archwise around the lowermost bottom portion of the concaved inner wall of the depression 15. In the modification illustrated in Fig. 18, a step portion 21 is formed on the concaved inner wall of the depression 15 at a position which is the same as that of the step portion 19 illustrated in Fig. 16. The step portion 21 also extends archwise around the lowermost bottom portion of the concaved inner wall of the depression 15. In these modifications, when the fuel passes through the groove 20 or the step portion 21, the vaporization of the fuel is promoted, and the mixing of air and fuel is enhanced. The present invention has been described on the basis of a two-stroke engine, but the present invention also may be applied to a four-stroke engine in which fuel is directly injected into the cylinder of the engine. According to the present invention, it is possible to form a required air-fuel mixture around the spark plug, regardless of the load under which the engine is running. An internal combustion engine comprising a spark plug arranged at the center of the inner wall of the cylinder head, and a fuel injector arranged on the periphery of the inner wall of the cylinder head. A depression extending from the position beneath the spark plug to the position beneath the tip portion of the fuel injector is formed on the top face of the piston, and fuel is injected toward the depression. When the engine is operating under a heavy load, the fuel moving along the axis of injection impinges upon the concaved inner wall of the depression at substantially a right angle. When the engine is operating under a light load, the injection time is retarded, and at this time, the fuel moving along the axis of injection impinges upon the concaved inner wall of the depression at an acute angle.

Claims: An internal combustion engine comprising a cylinder head (3) having an inner surface (3a) defining an end wall of the combustion chamber a spark plug (10) arranged at a central portion of the inner surface of said cylinder head (3); a fuel injector (14) arranged on a peripheral portion of the inner surface of said cylinder head (3); a piston (2) having a top face having a depression (15) extending from a point beneath said spark plug (10) to a point beneath a tip portion of said fuel injector (14), fuel being injected from said fuel injector (14) toward a concaved inner wall of said depression (15) and control means for controlling an injection time of said fuel injector (14) in response to an engine load characterized in that the central portion of the fuel spray impinges upon the concaved inner wall of said depression (15) at a substantially right angle when the engine is operating under heavy load, and the injection time is retarded and the central portion of the fuel spray impinges obliquely upon the concaved inner wall of said depression (15) at an acute angle, to thereby cause the impinged fuel to flow along the concaved inner wall of said depression (15) toward the point beneath said spark plug (10) due to inertia thereof when the engine is operating under a light load. An internal combustion engine according to claim 1, wherein the concaved inner wall of said depression (15) has a substantially spherical shape. An internal combustion engine according to claim 2, wherein the concaved inner wall of said depression (15) has a symmetrical shape with respect to a vertical plane including both said spark plug (10) and said fuel injector (14). An internal combustion engine according to claim 3, wherein said axis of injection is located in said vertical plane. An internal combustion engine according to claim 3, wherein the top face of said piston (2) has therein a recessed portion (16) which is located in said vertical plane beneath said spark plug (10), and said recessed portion (16) is open to an upper interior of said depression (15). An internal combustion engine according to claim 5, wherein said recessed portion (16) has a substantially spherical shape having a radius of curvature which is smaller than that of said depression (15). An internal combustion engine according to claim 5, wherein said spark plug (10) enters said recessed portion (16) when said piston (2) reaches top dead center. An internal combustion engine according to claim 3, wherein the concaved inner wall of said depression (15) has therein a groove (18) extending archwise from a lowermost bottom portion of the concaved inner wall to a position beneath said spark plug (10) along said vertical plane. An internal combustion engine according to claim 8, wherein said groove (18) is smoothly connected to the lowermost bottom portion of the concaved inner wall of said depression (15). An internal combustion engine according to claim 8, wherein said spark plug (10) enters an upper portion of said groove (18) when said piston (2) reaches top dead center. An internal combustion engine according to claim 1, wherein the concaved inner wall of said depression (15) has a step portion (19, 21) formed thereon between a lowermost bottom portion of the concaved inner wall of said depression (15) and an upper edge of said depression (15), which is located beneath said spark plug (10). An internal combustion engine according to claim 11, wherein said step portion (19, 21) extends archwise around the lowermost bottom portion of the concaved inner wall. An internal combustion engine according to claim 1, wherein the concaved inner wall of said depression (15) has a groove (20) formed thereon between a lowermost bottom portion of the concaved inner wall of said depression (15) and an upper edge of said depression (15), which is located beneath said spark plug (10). An internal combustion engine according to claim 13, wherein said groove (20) extends archwise around the lowermost bottom portion of the concaved inner wall. An internal combustion engine according to claim 1, wherein the top face of said piston (2) and the inner surface of said cylinder head (3) define a squish area therebetween on an opposite side of said depression (15). An internal combustion engine according to claim 1, further comprising: a pair of intake valves (6) symmetrically arranged on the inner surface of said cylinder head (3) with respect to a vertical plane including both said spark plug (10) and said fuel injector (14); exhaust valve means (7) arranged on the inner surface of said cylinder head (3); and a pair of masking walls (8a), each being formed on the inner surface of said cylinder head (3) and arranged between said corresponding intake valve (6) and said exhaust valve means (7), to mask a valve opening formed between a valve seat (9) and a peripheral portion of said corresponding intake valve (6), which is located on said exhaust valve means side, for the entire time for which said corresponding intake valve (6) is open, said masking walls (8a) being symmetrically arranged with respect to said vertical plane. An internal combustion engine according to claim 16, wherein each of said masking walls (8a) is arranged close to a peripheral portion of said corresponding intake valve (6), which is located on said exhaust valve means side and extends downward toward said piston (2) to a position lower than said corresponding intake valve (6) when said corresponding intake valve (6) is in the maximum lift position thereof. An internal combustion engine according to claim 17, wherein each of said masking walls (8a) extends in an arc along the peripheral portion of said corresponding intake valve (6). An internal combustion engine according to claim 16, wherein said exhaust valve means (7) comprises a pair of exhaust valves (7) symmetrically arranged with respect to said vertical plane.

Inventors: KOBAYASHI TATSUO C O TOYOTA JI, NAKAMURA NORIHIKO C O TOYOTA J, NIHEI HIROAKI C O TOYOTA JIDOS, NOMURA HIROSHI C O TOYOTA JIDO, NOMURA KENICHI C O TOYOTA JIDO, KOBAYASHI, TATSUO, NAKAMURA, NORIHIKO, NIHEI, HIROAKI, NOMURA, HIROSHI, NOMURA, KENICHI, Kobayashi, Tatsuo, c/o TOYOTA JIDOSHA K.K., NAKAMURA, NORIHIKO, C/O TOYOTA JIDOSHA K.K., Nihei, Hiroaki, c/o TOYOTA JIDOSHA K.K., Nomura, Hiroshi, c/o TOYOTA JIDOSHA K.K., Nomura, Kenichi, c/o TOYOTA JIDOSHA K.K.
Applicants: TOYOTA MOTOR CO LTD, TOYOTA JIDOSHA KABUSHIKI KAISHA
Application year: 1991
Main classification: F02B23
IPC codes: F02F1, F02F3, F02B75, F02B25, F02B23