JPH0347466A - Evaporative combustion fuel injection engine - Google Patents

Abstract

PURPOSE: To work at a low temperature and to extend using longevity of an engine by adding one piece of restrainer by separating a position of an injection nozzle below and far away from a combustion chamber and devising to inject fuel at an upper part fulcrum at the time of starting and at a lower part fulcrum after rising of temperature. CONSTITUTION: A nozzle 11 previously injects fuel into the inside of a crankcase 8 and preheats it in the case when a piston 5 is at an upper part fulcrum and a piston skirt part 13 is over a fuel injection port 12 of the injection nozzle 11 at the time when an internal combustion engine 1 is engine-cooled or restarted. Thereafter, the piston 5 drives fuel in a cylinder 4 of a third scavenging passage 10 at a stage of a scavenging stroke and uses it for ignition explosion of a spark plug 3. Thereafter, when the internal combustion engine 1 is continuously driven, temperature of the piston 5 gradually rises, and in the case when fuel comes to be enough to evaporate, the nozzle 11 is changed to directly inject to an evaporating chamber 15 in the piston 5 at the time when the piston 5 is at the lower part fulcrum.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention is a new design of vaporization fuel injector l11J, especially for a type of reciprocating internal combustion engine that has undergone design improvements. Its main features are: The injection nozzle is positioned below the lower edge of the piston skirt, that is, far away from the point where the spark plug in the cylinder ignites and explodes when the piston moves up to the top dead center through the crank. During the working process, it operates at a relatively low temperature, so there is no carbon buildup and its service life is extended.

In order to avoid being weeded out due to environmental protection pressure on conventional two-stroke engines, the inventor of the present invention has conducted continuous tests many times to ensure that if the technology is expanded in the future, it will reach the goal of point 1. Ta. In the long-term 1n test, it was found that when a two-stroke engine is used for a long time, carbon accumulates at the injection nozzle position, which affects the proportion of fuel and air mixture, and thus the engine It was discovered that this affects the normal output of .

Problems to be Solved by the Invention The inventor of the present invention has actively researched ways to improve the discovered drawbacks, and has carried out numerous analyzes, tests, and
Through experiments, we found a way to improve it. As a result of repeated actual tests, we found that the design of the evaporative combustion fuel injection engine J of the present invention was able to correct the shortcomings of the original design, and
Achieved the goal of durability and pillow defects.

In the present invention, for a two-stroke engine, the exhaust gas generated after an explosion within the cylinder is expelled by a gas mixture of air and fuel sent into the cylinder through a scavenging hole. Such a design not only wastes fuel, but also wastes the 1-IC that was not combusted in the gasoline because it is difficult to avoid the incompletely fueled mixture gas being discharged from the exhaust hole.
Excrete components. Particularly when the engine is idle or operating at low speed, the incompletely combusted fuel is discharged during the scavenging stroke and has a significant impact on the air quality.

Means for Solving the Problems The main object of the present invention is to provide a vaporizing chamber inside the piston, and to direct the injection nozzle to the lower edge of the piston skirt, that is, the cylinder spark when the piston is at the top dead center. The purpose is to install the plug in a position far away from the point where the plug ignites and explodes, so that carbon does not accumulate in the injection nozzle even if it is operated for a long time during operation.

Another object of the present invention is that when the engine is cold or restarted, even when the piston is at top dead center and the piston skirt is above the injection nozzle, the injection nozzle directs the fuel into the crankcase. The purpose is to make it possible to spray.

Another object of the present invention is to drive the fuel injected into the crankcase into the cylinder during the scavenging stroke of the two-stroke engine.

Yet another object of the present invention is that when the temperature of the piston increases due to continuous operation and the temperature of the vaporizing chamber of the piston is sufficient to directly vaporize the fuel, the injection nozzle injects the fuel. The aim is to modify the fuel so that it is injected directly into the vaporization chamber when the fuel is at bottom dead center.

Another object of the present invention is to locate the injection nozzle far away from the ignition/explosion point of the original cylinder spark plug, and to operate the injection nozzle at a relatively low temperature at any time. The purpose is to extend the life of the engine and injection nozzle.

Example The present invention will be explained in more detail below with reference to the drawings.

Referring to FIG. 1, this is an am-plane view of an embodiment of the present invention. The cylinder head 2 is located above the internal combustion engine 1I11 of the present invention, and one spark plug is provided in the center of the cylinder head 2, and the cylinder 4 is located below the cylinder head 2. A piston 5 is placed in the center of the cylinder 4.

The piston 5 is connected to a crankshaft 7 via a connecting rod 6. The crankcase 8 is located below the cylinder 4, and the crankshaft 7 is placed exactly inside the crankcase 8. The upper edge of the piston 5 and the cylinder 4. A combustion chamber 9 is formed between the cylinder head 2 and the cylinder head 2, and the spark plug 3 is connected to the cylinder head 2.
penetrate. Its ignition tip is located just above the combustion chamber 9. The third crushed airway 10 is located on the lower right side of the cylinder 4 in the drawing and communicates with the crankcase 8. The injection nozzle 11 is provided at the lower right side of the cylinder 4, and is located near the lower edge of the piston skirt 13 when the piston 5 is at the top dead center. The exhaust port 14 is provided on the left side of the cylinder 4.

The design position of the injection nozzle 11 of the present invention is such that when the internal combustion engine 1 is operating, even when the piston 5 is at the top dead center, the injection nozzle 11 is still lower than the lower edge of the piston skirt, and the injection nozzle does not inject fuel. It can be injected into the crankcase 8. When the piston 5 is at the bottom dead center, the injection nozzle 11 just faces the vaporization chamber 15 inside the piston 5. During the entire operation process, the fuel injection port 12 of the injection nozzle 11 is not exposed to the combustion chamber 9 where the cylinder spark plug 3 ignites, so the injection nozzle can work at a relatively low temperature and the inside of the combustion chamber The problem of clogging the fuel injection port due to carbon buildup caused by incomplete combustion does not occur.

When the internal combustion engine 1 of the present invention is cooled or restarted, if the piston 5 is at the top dead center and the piston skirt portion 13 exceeds the fuel injection port 12 of the injection nozzle 11, the injection nozzle 11 pre-cranks the fuel. The fuel is injected into the case 8 to preheat it, and when the piston 5 is in the moderation stroke, the fuel is driven into the cylinder 4 through the third scavenging air passage 10 and used for ignition and explosion of the spark plug 3. When the internal combustion engine 1 is operated continuously, the piston 5
The temperature of the fuel increases gradually, and when the time comes for the fuel to vaporize, the injection nozzle 11 is modified to inject directly into the vaporization chamber 15 inside the piston 5 when the piston 5 is at the bottom dead center. .

Effects of the Invention As stated above, the present invention "vaporization combustion fuel injector Jm"
In J, the position of the injection nozzle 11 is moved downward to be far away from the combustion chamber 9, and a tilt suppressor is added. Fuel is injected at top dead center when the engine is cooling down or restarting. When the temperature rises, the fuel is injected at dead center of the ) section. Since the injection nozzle is located far from the combustion chamber, it can work at low temperatures, extending the service life of the engine.No carbon accumulation occurs, and normal fuel injection can be performed, extending the service life of the engine. .

[Brief explanation of drawings]

FIG. 1 is a longitudinal sectional view of an embodiment of the present invention. 1... Internal combustion engine, 2... Cylinder head, 4...
Cylinder, 5...Piston, 6...Connecting rod, 7...
・Crankshaft, 8...Crank case, 9...Combustion chamber, 10...Airway, 11...Injection nozzle, 12...Fuel injection hole, 13...Piston skirt, 14...・Exhaust hole, 15... vaporization chamber.

Claims (3)

[Claims] (1) When the piston reaches the top dead center, the lower edge of the piston skirt is at a higher position than the fuel injection hole of the injection nozzle, and when the piston reaches the bottom dead center,
A vaporization combustion fuel injection engine characterized in that an injection nozzle is positioned so that a fuel injection hole faces a vaporization chamber in a piston. (2) The fuel injection hole of the injection nozzle is not exposed to the fuel chamber of the cylinder, the injection nozzle is far away from the fuel chamber, there is no carbon accumulation in the injection nozzle, and the operation is performed at a relatively low temperature. The evaporative combustion fuel injection engine according to claim 1, characterized in that: (3) When the injection nozzle injects fuel, if the engine is cold or restarts at the top dead center of the piston, the fuel is injected directly into the crankcase, and if the piston temperature rises, it is directly vaporized into the piston. 2. The vaporization combustion type fuel injection engine according to claim 1, wherein the fuel injection engine is injected into a combustion chamber.