JPH02199263A - Reciprocating internal combustion engine for both spark ignition and compression ignition - Google Patents
Reciprocating internal combustion engine for both spark ignition and compression ignitionInfo
- Publication number
- JPH02199263A JPH02199263A JP1679189A JP1679189A JPH02199263A JP H02199263 A JPH02199263 A JP H02199263A JP 1679189 A JP1679189 A JP 1679189A JP 1679189 A JP1679189 A JP 1679189A JP H02199263 A JPH02199263 A JP H02199263A
- Authority
- JP
- Japan
- Prior art keywords
- conduit
- liquid fuel
- heavy oil
- return conduit
- light oil
- 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.)
- Pending
Links
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
- 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
Landscapes
- Lubrication Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
［産業上の利用分野］
この発明は、火花点火および圧縮着火を選択的に行なう
ことができる単一の往復動式内燃機関に関するものであ
る。DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a single reciprocating internal combustion engine capable of selectively performing spark ignition and compression ignition.
［従来の技術］
火花点火および圧縮着火機関は、従来、その特性に応じ
た用途に個別に設置され、使用されていた。その理由は
、火花点火内燃機関は、その圧縮比を８程度とすること
を必要とし、一方、圧縮着火内燃機関は、その圧縮比が
約１２程度以上であることを必要とする結果、１つの内
燃機関で、火花点火と圧縮着火とを併用すると、火花点
火運転時にノッキングが発生、または、圧縮着火運転時
に始動性および燃焼性が悪化するからである。従って、
従来、１つの内燃機関で火花点火と圧縮着火とを併用す
ることは困難とされていた。[Prior Art] Spark ignition and compression ignition engines have conventionally been installed and used individually for different purposes depending on their characteristics. The reason is that a spark-ignition internal combustion engine requires its compression ratio to be about 8, while a compression-ignition internal combustion engine requires its compression ratio to be about 12 or more. This is because if spark ignition and compression ignition are used together in an internal combustion engine, knocking will occur during spark ignition operation, or startability and combustibility will deteriorate during compression ignition operation. Therefore,
Conventionally, it has been difficult to use both spark ignition and compression ignition in one internal combustion engine.
このような問題を解決する技術として、特開昭６３−２
１５８３７号公報に、火花点火および圧縮着火兼用往復
動式内燃機関（以下兼用エンジンと称す）が開示されて
いる。As a technology to solve such problems, Japanese Patent Application Laid-Open No. 63-2
Japanese Patent No. 15837 discloses a reciprocating internal combustion engine capable of both spark ignition and compression ignition (hereinafter referred to as a dual purpose engine).
第２図は特開昭６３−２１５８３７号公報に開示された
兼用エンジンの系統図、第３図はその１つのシリンダを
示す概略断面図である。FIG. 2 is a system diagram of a dual-purpose engine disclosed in Japanese Unexamined Patent Publication No. 63-215837, and FIG. 3 is a schematic sectional view showing one cylinder thereof.
図面に示すように、内燃機関１にはシリンダ２の燃焼室
３に火花点火用のプラグ４および圧縮着火用の液体燃料
噴射ノズル５が設けられており、火花点火作動時におい
ては、ガスキャブレター１２、気体燃料供給用導管１３
および気体供給用導管１１からなる混合気供給機構によ
って、燃料ガスと空気の混合気が燃焼室３に供給され、
プラグ４によって火花点火が行なわれる。As shown in the drawing, an internal combustion engine 1 is provided with a spark ignition plug 4 and a compression ignition liquid fuel injection nozzle 5 in a combustion chamber 3 of a cylinder 2. During spark ignition operation, a gas carburetor 12 is provided. , gaseous fuel supply conduit 13
A mixture of fuel gas and air is supplied to the combustion chamber 3 by a mixture supply mechanism consisting of a gas supply conduit 11 and a gas supply conduit 11,
Spark ignition is effected by plug 4.
一方、圧縮着火においては、その起動時には、加熱した
空気が燃焼室３に供給され、さらに、重油タンク４０、
軽油タンク４２、各導管３９．４１．４３〜４６からな
る液体燃料供給機構によって供給された軽油が液体燃料
噴射ノズル５から噴射され、作動する。定常運転時には
、低温の空気が燃焼室３に供給され、液体燃料供給機構
によって供給された重油が液体燃料噴射ノズル５から噴
射され、作動する。On the other hand, in compression ignition, at the time of startup, heated air is supplied to the combustion chamber 3, and furthermore, the heavy oil tank 40,
Light oil supplied by a liquid fuel supply mechanism consisting of a light oil tank 42 and each conduit 39, 41, 43 to 46 is injected from the liquid fuel injection nozzle 5 to operate. During steady operation, low-temperature air is supplied to the combustion chamber 3, and heavy oil supplied by the liquid fuel supply mechanism is injected from the liquid fuel injection nozzle 5 to operate.
そして、火花点火および圧縮着火は、選択的に作動する
機構となっている。Spark ignition and compression ignition are mechanisms that operate selectively.
ところで、圧縮着火作動時においては、前述したように
、液体燃料供給機構から軽油または重油が供給される。By the way, during compression ignition operation, as described above, light oil or heavy oil is supplied from the liquid fuel supply mechanism.
シリンダ２の各々に設けられた燃料噴射ポンプ９には、
液体燃料供給用導管３９が接続されており、導管３９に
は、重油を貯蔵する重油タンク４０からの重油導管４１
と、着火性の良い軽油を貯蔵する軽油タンク４２からの
軽油導管４３とが接続されている。また、燃料噴射ポン
プ９には、液体燃料の戻し導管４４が接続されており、
戻し導管４４には、重油タンク４０への重油戻し導管４
５と、軽油タンク４２への軽油戻し導管４６とが接続さ
れている。The fuel injection pump 9 provided in each cylinder 2 includes:
A liquid fuel supply conduit 39 is connected to the conduit 39, and a heavy oil conduit 41 from a heavy oil tank 40 storing heavy oil is connected to the conduit 39.
and a light oil conduit 43 from a light oil tank 42 storing light oil with good ignitability. Further, a liquid fuel return conduit 44 is connected to the fuel injection pump 9.
The return conduit 44 includes a heavy oil return conduit 4 to the heavy oil tank 40.
5 and a light oil return conduit 46 to the light oil tank 42 are connected.
兼用エンジンを圧縮着火により作動させる場合において
、始動時およびシリンダ２の燃焼室３が安定した高温度
になるまでの間は、燃料供給機構によって、軽油タンク
４２内の軽油が軽油導管４３および燃料供給用導管３９
を通って流れ、燃料噴射ポンプ９によって液体燃料噴射
ノズル５からシリンダ２の燃焼室３内に噴射される。一
方、定常運転時においては、燃料供給機構によって、重
油タンク４０内の重油が重油導管４１および燃料供給用
導管３９を通って流れ、同様に燃料噴射ポンプ９によっ
て液体燃料噴射ノズル５がらシリンダ２の燃焼室３内に
噴射される。When a dual-purpose engine is operated by compression ignition, during startup and until the combustion chamber 3 of the cylinder 2 reaches a stable high temperature, the fuel supply mechanism supplies the light oil in the light oil tank 42 to the light oil conduit 43 and the fuel supply. conduit 39
The liquid fuel flows through the liquid fuel injection nozzle 5 and is injected into the combustion chamber 3 of the cylinder 2 by the fuel injection pump 9. On the other hand, during steady operation, the fuel supply mechanism causes the heavy oil in the heavy oil tank 40 to flow through the heavy oil conduit 41 and the fuel supply conduit 39, and the fuel injection pump 9 similarly causes the liquid fuel injection nozzle 5 to flow into the cylinder 2. It is injected into the combustion chamber 3.
このように、重油および軽油は、重油タンク４０または
軽油タンク４２と、内燃機関１との間を各導管３９，４
１．４３〜４６を介して循環している。In this way, heavy oil and light oil are transported between the heavy oil tank 40 or the light oil tank 42 and the internal combustion engine 1 through the conduits 39 and 4.
1.43-46.
［発明が解決しようとする課題］
圧縮着火作動中は、シリンダ２および燃焼室３の温度が
上昇し、従って、循環する重油および軽油の温度も上昇
する。また、火花点火作動時においても、同様にシリン
ダ２および燃焼室３の温度は上昇しており、各導管内に
滞留している重油および軽油の温度は上昇する。[Problems to be Solved by the Invention] During compression ignition operation, the temperatures of the cylinder 2 and the combustion chamber 3 rise, and therefore the temperatures of the circulating heavy oil and light oil also rise. Furthermore, during the spark ignition operation, the temperatures of the cylinder 2 and the combustion chamber 3 similarly rise, and the temperatures of the heavy oil and light oil remaining in each conduit also rise.
重油および軽油は、温度が上昇すると性状が劣化し、圧
縮着火の運転に支障をきたす問題がある。Heavy oil and light oil have a problem in that their properties deteriorate as the temperature rises, causing problems in compression ignition operation.
従って、この発明の目的は、上述の問題を解決し、導管
を流れる重油および軽油の温度が上昇することの少ない
、火花点火および圧縮着火兼用往復動式内燃機関を提供
することにある。SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to solve the above-mentioned problems and provide a reciprocating internal combustion engine for both spark ignition and compression ignition, in which the temperature of heavy oil and light oil flowing through a conduit is less likely to rise.
［課題を解決するための手段］
この発明は、液体燃料タンクと、前記液体燃料タンクと
燃料噴射ポンプとを接続する液体燃料供給導管および液
体燃料戻し導管とからなる液体燃料供給機構を有する火
花点火および圧縮着火兼用往復動式内燃機関において、
前記液体燃料供給機構の前記戻し導管の途中に、前記戻
し導管内の液体燃料を冷却するための熱交換器を設けた
ことに特徴を有するものである。[Means for Solving the Problems] The present invention provides a spark ignition system having a liquid fuel supply mechanism including a liquid fuel tank, a liquid fuel supply conduit and a liquid fuel return conduit connecting the liquid fuel tank and a fuel injection pump. and compression ignition reciprocating internal combustion engines,
The present invention is characterized in that a heat exchanger for cooling the liquid fuel in the return conduit is provided in the middle of the return conduit of the liquid fuel supply mechanism.
次に、この発明を図面を参照しながら説明する。Next, the present invention will be explained with reference to the drawings.
第１図はこの発明の一実施態様を示す系統図である。第
１図において、従来例を示す第２図、第３図と実質的に
同一または相当部分については、第２図、第３図と同一
の符号を付すことにより説明を省略する。FIG. 1 is a system diagram showing one embodiment of the present invention. In FIG. 1, portions that are substantially the same as or corresponding to those in FIGS. 2 and 3 showing the conventional example are given the same reference numerals as in FIGS. 2 and 3, and a description thereof will be omitted.
図面に示すように、燃料噴射ポンプ９と１重油タンク４
０および軽油タンク４２とを、導管４５゜４６を介して
接続する戻し導管４４の途中には。As shown in the drawing, a fuel injection pump 9 and a heavy oil tank 4
In the middle of a return conduit 44 that connects 0 and the light oil tank 42 via conduits 45 and 46.
熱交換器６０が設けられている。６１は熱交換器６０を
構成する、冷却水が循環する冷却水水路である。A heat exchanger 60 is provided. Reference numeral 61 denotes a cooling water channel that constitutes the heat exchanger 60 and through which cooling water circulates.
熱交換器６０は、戻し導管４４を流れる重油または軽油
を冷却する。Heat exchanger 60 cools heavy or light oil flowing through return conduit 44 .
これにより、燃料供給機構によって各導管を循環する重
油および軽油の温度の上昇が抑えられ、重油および軽油
の性状の劣化が防止される。Thereby, the rise in temperature of the heavy oil and light oil circulating through each conduit by the fuel supply mechanism is suppressed, and deterioration of the properties of the heavy oil and light oil is prevented.
［発明の効果］
以上説明したように、この発明の兼用エンジンは、圧縮
着火作動時および火花点火作動時におり１て、重油およ
び軽油が熱交換器によって冷却されるので異常高温とな
らず、重油および軽油の性状の劣化が防止され、安定し
た運転が得られる産業上有用な効果がもたらされる。[Effects of the Invention] As explained above, in the dual-purpose engine of the present invention, the heavy oil and light oil are cooled by the heat exchanger during compression ignition operation and spark ignition operation, so that the heavy oil and light oil do not reach abnormally high temperatures. In addition, deterioration of the properties of light oil is prevented, and an industrially useful effect of stable operation is brought about.
第１図はこの発明の一実施態様を示す系統図、第２図は
従来の兼用エンジンの系統図、第３図ｉよその１つのシ
リンダを示す概略断面図である。図面において、
１・・・内燃機関、
２・・・シリンダ、
３・・・燃焼室。
４・・・点火プラグ、
５・・・液体燃料噴射ノズル、
６・・・吸気管、
９・・・燃料噴射ポンプ、
１０・・・ピストン、
１１・・・気体供給用導管、
１２・・・ガスキャブレター
１３・・・気体燃料供給用導管。
３９・・・液体燃料供給用導管、
４０・・・重油タンク、
４１・・・重油導管、
４２・・・軽油タンク。
４３・・・軽油導管、
４４・・・戻し導管。
４５・・・重油戻し導管、
４６・・・軽油戻し導管、
６０・・・熱交換器、
６１・・・冷却水水路。FIG. 1 is a system diagram showing one embodiment of the present invention, FIG. 2 is a system diagram of a conventional dual-purpose engine, and FIG. 3 is a schematic cross-sectional view showing one cylinder from i. In the drawings: 1... Internal combustion engine, 2... Cylinder, 3... Combustion chamber. 4... Spark plug, 5... Liquid fuel injection nozzle, 6... Intake pipe, 9... Fuel injection pump, 10... Piston, 11... Gas supply conduit, 12... Gas carburetor 13... Conduit for gaseous fuel supply. 39... Liquid fuel supply conduit, 40... Heavy oil tank, 41... Heavy oil conduit, 42... Light oil tank. 43... Light oil conduit, 44... Return conduit. 45...Heavy oil return conduit, 46...Light oil return conduit, 60...Heat exchanger, 61...Cooling water waterway.
Claims (1)
ポンプとを接続する液体燃料供給導管および液体燃料戻
し導管とからなる液体燃料供給機構を有する火花点火お
よび圧縮着火兼用往復動式内燃機関において、前記液体
燃料供給機構の前記戻し導管の途中に、前記戻し導管内
の液体燃料を冷却するための熱交換器を設けたことを特
徴とする火花点火および圧縮着火兼用往復動式内燃機関
。1. In a spark ignition and compression ignition reciprocating internal combustion engine having a liquid fuel supply mechanism consisting of a liquid fuel tank, and a liquid fuel supply conduit and a liquid fuel return conduit connecting the liquid fuel tank and a fuel injection pump, A reciprocating internal combustion engine capable of both spark ignition and compression ignition, characterized in that a heat exchanger for cooling the liquid fuel in the return conduit is provided in the middle of the return conduit of the liquid fuel supply mechanism.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1679189A JPH02199263A (en) | 1989-01-26 | 1989-01-26 | Reciprocating internal combustion engine for both spark ignition and compression ignition |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1679189A JPH02199263A (en) | 1989-01-26 | 1989-01-26 | Reciprocating internal combustion engine for both spark ignition and compression ignition |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02199263A true JPH02199263A (en) | 1990-08-07 |
Family
ID=11926001
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1679189A Pending JPH02199263A (en) | 1989-01-26 | 1989-01-26 | Reciprocating internal combustion engine for both spark ignition and compression ignition |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02199263A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101026181B1 (en) * | 2009-02-03 | 2011-03-31 | 삼성중공업 주식회사 | Fuel supply system of internal combustion engine |
| WO2012117152A1 (en) * | 2011-03-03 | 2012-09-07 | Wärtsilä Finland Oy | A fuel feed system for an internal combustion engine and a method of operating such |
| WO2012136208A1 (en) * | 2011-04-05 | 2012-10-11 | York Industries International Hk. Ltd | Triple fuel supply system, methods for switching between different fuel types and method for retro-fitting an existing fuel supply system |
| EP2664771A1 (en) * | 2012-05-15 | 2013-11-20 | Caterpillar Motoren GmbH & Co. KG | Multi-fuel operation of an internal combustion engine |
| US10941713B2 (en) | 2016-05-27 | 2021-03-09 | Carrier Corporation | Multi-fuel transport refrigeration unit |
-
1989
- 1989-01-26 JP JP1679189A patent/JPH02199263A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101026181B1 (en) * | 2009-02-03 | 2011-03-31 | 삼성중공업 주식회사 | Fuel supply system of internal combustion engine |
| WO2012117152A1 (en) * | 2011-03-03 | 2012-09-07 | Wärtsilä Finland Oy | A fuel feed system for an internal combustion engine and a method of operating such |
| WO2012136208A1 (en) * | 2011-04-05 | 2012-10-11 | York Industries International Hk. Ltd | Triple fuel supply system, methods for switching between different fuel types and method for retro-fitting an existing fuel supply system |
| EP2664771A1 (en) * | 2012-05-15 | 2013-11-20 | Caterpillar Motoren GmbH & Co. KG | Multi-fuel operation of an internal combustion engine |
| WO2013170951A1 (en) * | 2012-05-15 | 2013-11-21 | Caterpillar Motoren Gmbh & Co. Kg | Multi-fuel operation of an internal combustion engine |
| US10941713B2 (en) | 2016-05-27 | 2021-03-09 | Carrier Corporation | Multi-fuel transport refrigeration unit |
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