Glow plug and combustion control

Abstract

To reduce a cooling loss of combustion at the time of a low load in a four stroke direct injection engine having a compression ratio of 5 to 20 to the highest level in the present technology.SOLUTION: By using five elements of a piston with a squish area made as small as possible, a variable swirl intake port, a single port type fuel injector, a glow plug having a recess in a tip part, and an arbitrary compression ratio, combustion on the recess is made into a lump under a weak swirl flow and a weak squish flow at low load time, and is not brought into contact with a combustion chamber inner wall. To reduce failure while having a substantially larger effect than a variable cylinder system.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to glow plugs and combustion control. [Background technology]

[0002] Both glow engines and diesel engines used glow plugs. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Application No. 86014 [Non-patent literature]

[0004] [Non-Patent Document 1] Hot bulb engine on Wikipedia, the free encyclopedia [Non-patent document 2] Mechanical Characteristics of Diesel Engines, Grand Prix Publishing, by Asatsuma Kinpei [Non-patent document 3] Past, Present and Future of Engine Technology, Grand Prix Publishing, by Tomokazu Sena Summary of the Invention [Problem to be solved by the invention]

[0005] The aim is to achieve greater efficiency than variable-cylinder systems and reduce malfunctions. Conventional gasoline engines use in-pipe fuel injection to achieve homogeneous mixture combustion. Direct injection systems alternate between stratified and homogeneous mixture combustion. Even with direct injection, an electronically controlled throttle valve remains. Therefore, there is room for improvement in pumping losses. Furthermore, there is significant room for improvement in cooling losses at low loads, both with in-pipe fuel injection and direct injection. To address this issue, direct injection is used, but the key issues are how to form and ignite the mixture in the combustion chamber. In other words, the fuel injection method and the method of igniting the injected fuel are also issues. Furthermore, diesel engines use swirl flow to create a good air-fuel mixture in the combustion chamber, resulting in uncontrolled combustion that can generate numerous fires. However, controlling combustion is difficult, as the original concept of diesel engines has fundamentally failed to achieve diesel engine combustion in the sense of, for example, using diesel fuel with a compression ratio of 12. This is because the engine is based on the premise that fuel is sprayed as a mist into high-temperature air at a high compression ratio and then burned. The problems with high compression ratios are that the engine is noisy, heavy, and expensive. Another problem with diesel engines is that reducing the production of soot and nitrogen oxides increases the production of the other. [Means for solving the problem]

[0006] A glow plug with a recess at the tip. In a four-stroke direct injection engine with a compression ratio of 5 to 20, the glow plug with a recess at the tip according to claim 1 is injecting fuel into the recess at the top dead center of compression and within the range before and after that point. Of the combustion achieved during low loads, the combustion is concentrated above the recess, preventing it from coming into contact with the combustion chamber wall, thereby reducing cooling loss during low loads.

[0007] The solution, in conclusion, is to control combustion. A glow plug with a recess at its tip is protruded into the combustion chamber. In a four-stroke direct-injection engine, combustion at low loads is made into a partial mass in the combustion chamber, which is then enveloped by air and the recess described in claim 1. To achieve this, a single-port fuel injector injects fuel toward the recess described in claim 1 at or around the top dead center of compression. In other words, fuel is injected toward the recess at the same timing as a diesel engine, so that the atomization and ignition power of the recess can be utilized. Furthermore, by supporting the recess, it is possible to freely position the recess in the combustion chamber. Both gasoline and diesel engines use single-port fuel injectors, variable swirl intake ports, pistons with as small a squish area as possible in piston engines, and glow plugs with a recess at their tip. [Effects of the Invention]

[0008] In both gasoline and diesel engines, the high-density portion of the injected fuel comes into contact with the cavity, preventing misfires and facilitating combustion control. Under low load conditions, the weak swirl flow of the variable swirl intake port and the weak squish flow of the piston create weak agitation, and by enveloping the combustion in the air and glow plug cavity, this technology offers the greatest reduction in cooling losses available with current technology. For example, in gasoline engines, fuel consumption in urban passenger car driving can be halved compared to conventional in-pipe fuel injection. Furthermore, fuel consumption during idling is extremely low, eliminating the need for stop-start systems, which puts a strain on batteries. Furthermore, pumping losses can be reduced. Under low load conditions in both conventional diesel and gasoline engines, the weak swirl flow of the variable swirl intake port and the weak squish flow of the piston allow the combustion fuel injected by a single-port fuel injector to be enveloping the combustion in the air and glow plug cavity. Under medium load conditions, the moderate swirl flow of the variable swirl intake port and the weak squish flow of the piston allow the combustion fuel injected by the single-port fuel injector to only partially contact the combustion chamber wall. During high-load combustion, the strong swirl flow of the variable swirl intake port and the weak squish flow of the piston enable combustion using a single-port fuel injector to approach homogeneous mixture combustion.Furthermore, four-stroke direct injection engines using this invention with a compression ratio of 10 or less can use both hydrogen and synthetic fuels.

[0009] When this invention is adopted as an improvement to a diesel engine with a compression ratio of 20, the high-temperature air and the cavity force complement each other, allowing combustion to occur even at a lower compression ratio. For example, in a diesel engine using diesel oil (light oil) with a compression ratio of 12, the effect of the cavity in claim 1 allows for a lower compression ratio, and by utilizing the variable swirl intake port to burn under weak, medium, and strong swirl flows and weak squish flows, the low-temperature complete combustion simultaneously solves the problems of soot and nitrogen oxide generation. The glow plug with a cavity at its tip of this invention also enables atomization of injected fuel. Instead of the uncontrolled combustion characteristic of conventional diesel engines, combustion can be controlled by enveloping it with air and the cavity, even at low loads in a diesel engine using light oil despite a low compression ratio. Furthermore, lowering the compression ratio also reduces noise, engine weight, and cost.

[0010] Alternatively, by using the high-temperature air of a conventional diesel engine with a high compression ratio of 20, along with the power of the cavity, Patent No. 7429859, a weak, medium, or strong swirl flow, and a weak squish flow, it is possible to achieve 100% complete combustion of unprocessed vegetable oil. When vegetable oil is produced, carbon dioxide is absorbed through photosynthesis, so carbon dioxide emissions are essentially zero. It is also possible to become self-sufficient in energy sources. At low loads, the ignition delay of injected fuel is used to create a combustion mass that is surrounded by air and the cavity. Furthermore, the high-temperature air and the power of the cavity complement each other in the ignition of the fuel.

[0011] In summary, the effects of this invention allow the compression ratio of a four-stroke direct injection engine to be freely selected from a range of 5 to 20, while also facilitating combustion control. The compression ratio of an engine using this invention can be freely selected during engine design. Therefore, the fuel used can be freely selected, including hydrogen, synthetic fuel, ethanol, methanol, kerosene, diesel, heavy oil, and low-grade heavy oil. In other words, the engine can be named not only by its compression ratio but also by its fuel. Furthermore, this invention is most effective in reducing cooling losses in large-displacement gasoline engines. Reducing gasoline consumption by half also contributes to reducing environmental impact. Ultimately, the diversity of fuels used can eliminate the boundaries between hot bulb engines, gasoline engines, diesel engines, and glow engines. Furthermore, a variable swirl intake port can generate swirl of any strength during the piston's intake stroke, and squish flow can be minimized by minimizing the piston's squish area. Therefore, combustion is primarily influenced by the swirl flow of the variable swirl intake port, which is easily controlled. With the above, in a four-stroke direct injection engine with a compression ratio of 5 to 20, combustion can be made to occur in a partial mass within the combustion chamber at low loads. At medium loads, the combustion can be made to come into contact with only a portion of the combustion chamber wall. At high loads, it is possible to approach homogeneous mixture combustion. [Brief explanation of the drawings]

[0012] [Figure 1] This is a cross-sectional view showing how combustion is controlled in a four-stroke direct injection gasoline engine of the present invention, causing the combustion to become a partial mass in the combustion chamber at low loads and being surrounded by air and glow plug recesses. [Figure 2] 1 is a plan view of a glow plug having a recess in the tip portion of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0013] In gasoline and diesel engines, a conical combustion chamber is created by hollowing out the flat cylinder head and piston. The structural squish area is minimized to generate a weak squish flow, and combustion is primarily influenced by weak, medium, or strong swirl flow from an easily controllable variable swirl intake port. The conical combustion chamber is deep in gasoline engines, while it is shallow in diesel engines. At low loads, both gasoline and diesel engines use a weak variable swirl intake port, allowing the cavity to capture all of the fuel injected by the single-port fuel injector under a weak squish flow. The injected fuel is then atomized and ignited, forming a partial combustion mass within the combustion chamber, which is then enveloped by air and the glow plug cavity. Since cold-weather starts for conventional diesel engines are difficult, the glow plug cavity assists in atomization and ignition, creating a combustion mass, and the weak swirl and squish flow envelop the combustion mass in air and the cavity. Even after warming up, there is a delay in ignition of the injected fuel, so at low loads a mass of combustion is created and surrounded by air and a cavity. [Example]

[0014] The combustion chambers of both diesel and gasoline engines are conical combustion chambers with flat cylinder heads and hollowed-out pistons, and a small squish area is created around the combustion chamber, so the swirl flow and squish flow are effective at and around the top dead center of compression. [Explanation of symbols]

[0015] 1 Conical depression 2 Conical recess support part 3 Variable swirl intake ports 4 single-port fuel injectors 5 Compressed air in a conical combustion chamber hollowed out from the piston 6 electric wire 7 Burning mass 8. Minimize the squish area

Claims

1. A glow plug with a recess at the tip.

2. In a four-stroke direct injection engine with a compression ratio of 5 to 20, a method for reducing cooling loss under low loads by forming a mass of combustion above the recess of a glow plug having a recess at its tip, the fuel being injected by a fuel injector at the top dead center of compression and within the range before and after that point, so that the combustion does not come into contact with the inner wall of the combustion chamber.

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