KR102227508B1 - Swirl chamber type diesel engine - Google Patents

Abstract

The present invention relates to a vortex chamber diesel engine, and more specifically, in a vortex chamber diesel engine, the combustion gas ejected from the secondary combustion chamber to the main combustion chamber is divided into three parts and guided in a connection passage connecting the secondary combustion chamber and the main combustion chamber. The present invention relates to a vortex chamber diesel engine having a guide structure capable of promoting diffusion combustion in a diesel engine and suppressing the generation of harmful gases such as smog.
In the present invention, it includes a vortex induction portion (2d) having a curved shape on the inner wall surface and a connection passage (2b) formed at the lower end of the vortex induction portion (2d), and is combined with the cylinder head (1) to constitute a secondary combustion chamber (2a) A secondary combustion chamber assembly (2); And a trench portion 3c communicating with the connection passage 2b and a clover portion 3b formed on both sides of the trench portion 3c, and comprising a piston 3 constituting the main combustion chamber 3a. , The connection passage (2b) is provided with a guide structure (2e) capable of guiding the combustion gas ejected from the secondary combustion chamber (2b) into the main combustion chamber (3a) into three parts, characterized in that it is provided with a vortex chamber type diesel engine. Start.

Description

Vortex chamber diesel engine {SWIRL CHAMBER TYPE DIESEL ENGINE}

The present invention relates to a vortex chamber diesel engine, and more specifically, in a vortex chamber diesel engine, the combustion gas ejected from the secondary combustion chamber to the main combustion chamber is divided into three parts and guided in a connection passage connecting the secondary combustion chamber and the main combustion chamber. The present invention relates to a vortex chamber type diesel engine having a guide structure capable of promoting diffusion combustion in a diesel engine and suppressing the generation of harmful gases such as smog.

Diesel engines are essentially no different from gasoline engines in the structure of the main parts that convert thermal energy into mechanical energy (cylinder head, cylinder block, piston connecting assembly, crankshaft, camshaft, valve mechanism).

However, in the combustion process of fuel, gasoline engines compress air and fuel mixtures and ignite them with electric sparks, whereas diesel engines suck only air and make the temperature above 500~600 ˚C with a high compression ratio. There is a difference in that the fuel is pressurized by the injection pump and injected into the cylinder with the injection nozzle to self-ignite (compressive ignition).

The combustion chamber of the diesel engine must meet the following conditions. That is, the injected fuel should be completely burned in the shortest possible time, the average effective pressure should be high, and the fuel consumption rate should be low. In addition, the combustion condition at high speed rotation should be good, start-up should be easy, and diesel knock should be low.

An injection nozzle installed on the cylinder head is provided above the combustion chamber. The injection nozzle is a device that injects high-pressure fuel sent from the injection pump into the combustion chamber in the form of fine smoke. Fuel spray injected with such an injection nozzle should have good atomization (fog) characteristics, high penetration power, uniform spraying, proper injection degree and injection rate, and accurate nozzle flow coefficient.

The combustion chamber types of diesel engines are single-chamber type and direct injection chamber type, double-chamber type pre-combustion chamber and vortex chamber type. The direct injection chamber type is a structure in which the combustion chamber is formed by irregularities installed in the cylinder head and the piston head, and fuel is directly injected thereto. It is composed of only the main combustion chamber and is called a single chamber type. Have.

In the pre-combustion chamber type, a combustion chamber is placed above the main combustion chamber formed between the piston and the cylinder head, and part of the injected fuel is combusted in the pre-combustion chamber to generate high-temperature and high-pressure gas, thereby ejecting the remaining fuel into the main combustion chamber. It has a structure that allows complete combustion.

In the vortex chamber type, a vortex chamber is placed in the cylinder or cylinder head so that vortex is generated in the vortex chamber during the compression stroke. When the fuel is injected from the vortex chamber, the injected fuel is mixed with the air in the swirling motion and is ejected into the main combustion chamber while igniting combustion, and the unburned fuel has a structure in which the unburned fuel meets new air and combusts in the main combustion chamber again. .

1 is a view showing the internal structure of a conventional vortex chamber diesel engine combustion chamber. In Fig. 1, the structure of the secondary combustion chamber (vortex chamber) 2a is mainly shown.

Referring to FIG. 1, a secondary combustion chamber assembly 2 is separately assembled in the cylinder head 1 to provide a secondary combustion chamber 2a, and a main combustion chamber 3a is formed on the upper surface of the piston 3. An injection nozzle 4 is installed in the upper center cylinder head 1 of the sub-combustion chamber 2a to inject the fuel biasedly into the sub-combustion chamber 2a, and a preheating plug ( 5) is equipped. The preheating plug 5 is installed because the temperature of the combustion chamber is lowered during startup or at low speed. A connection passage 2b through which air is introduced from the main combustion chamber 3a is installed at an inclined lower end of the secondary combustion chamber 2a. The connection passage (2b) is mainly installed in the tangential direction of the secondary combustion chamber (2a). In addition, a cooling water passage 1a is formed around the secondary combustion chamber 2a.

In the vortex chamber type combustion chamber constructed as described above, when the compressed air flowing from the main combustion chamber (3a) flows through the connection passage (2b) to the secondary combustion chamber (2a) during the compression stroke, it is strong as shown in the arrow (Fig. 1(A)). Vortex is formed. At this time, fuel is injected from the injection nozzle 4 so that almost combustion is performed in the secondary combustion chamber 2a.

The conventional vortex chamber type combustion chamber is Ricardo's Commet Vb type, and in particular, the shape of the subcombustion chamber assembly 2 is a straight line where the fuel injected from the injection nozzle 4 collides, as shown in FIG. It can be divided into a cross-sectional fuel impact part (2c) and a vortex induction part (2d) formed in a curved shape, in which case the connection passage (2b) is formed in a structure that forms a tangent line with the vortex induction part (2d). As can be seen in Fig. 2, the shape of the connection passage 2b forms an integral cross-sectional shape consisting of two circles and a tangent arc.

The shape of the connection passage (2b) made of this structure is that when the mixed gas burned in the secondary combustion chamber (2a) is ejected into the main combustion chamber (3a), diffusion is concentrated in the straight direction and the eddy current is appropriate in the left and right clover portions. It is not formed so as to reduce the diffusion combustion, thereby increasing the emission of harmful components, particularly smog, of the exhaust gas.

Korean Patent Application Publication No. 2002-0053242

The present invention was conceived to solve the above problems, and the mixed gas ejected from the secondary combustion chamber (2a) to the main combustion chamber (3a) is divided into three parts and guided and ejected to promote diffusion in the straight direction and vortex of the left and right clover portions. By doing so, it is an object to provide a vortex chamber diesel engine capable of effectively suppressing the generation of harmful components such as smog contained in exhaust gas.

In addition, detailed objects of the present invention will be clearly understood and understood by experts or researchers in this technical field through specific contents described below.

A vortex chamber type diesel engine according to an embodiment of the present invention for solving the above problems includes a vortex induction part (2d) having a curved shape on an inner wall surface and a connection passage (2b) formed at the lower end of the vortex induction part (2d) And, the secondary combustion chamber assembly (2) is combined with the cylinder head (1) constituting the secondary combustion chamber (2a); And a trench portion 3c communicating with the connection passage 2b and a clover portion 3b formed on both sides of the trench portion 3c, and comprising a piston 3 constituting the main combustion chamber 3a, , The connection passage (2b) is characterized in that it is provided with a guide structure (2e) that can guide the combustion gas ejected from the secondary combustion chamber (2b) to the main combustion chamber (3a) by dividing into three parts.

At this time, the combustion gas guided by the guide structure 2e and divided into three portions is drawn in a straight direction from the trench portion 3c, or in the direction of the clawber portions 3b on both sides of the trench portion 3c. It can be guided to be retracted.

In addition, the guide structure 2e may be configured to have three curved surfaces connected to each other on the upper surface of the connection passage 2b.

At this time, the three curved shapes provided on the upper surface of the connection passage 2b may maintain the same shape throughout the connection passage 2b.

In this case, the three curved shapes provided on the upper surface of the connection passage 2b may have a curved shape having the same radius.

In addition, the guide structure (2e) includes a first guide groove (21e) located in the center, and a second guide groove (22e) and a third guide groove (23e) located on both sides of the first guide groove (21e). And a center of the first guide groove 21e may be positioned higher than a straight line connecting the centers of the second guide groove 22e and the third guide groove 23e.

In addition, the guide structure (2e) includes a first guide groove (21e) located in the center, and a second guide groove (22e) and a third guide groove (23e) located on both sides of the first guide groove (21e). And the distance (D) between the second guide groove (22e) and the third guide groove (23e) is 3 times (D = 3r) of the radius (r) of the first guide groove (21e). I can.

Further, the guide structure (2e) includes a first guide groove (21e) located in the center, and a second guide groove (22e) and a third guide groove (23e) located on both sides of the first guide groove (21e). The first guide groove 21e may be positioned higher than the second guide groove 22e and the third guide groove 23e.

Here, the first guide groove 21e, the second guide groove 22e, and the third guide groove 23e may guide the combustion gas by dividing it approximately uniformly.

In this case, the first guide groove 21e, the second guide groove 22e, and the third guide groove 23e may have the same cross-sectional area.

In the vortex chamber diesel engine according to an embodiment of the present invention, a guide structure capable of dividing and guiding the combustion gas into three parts is provided in a connection passage connecting the secondary combustion chamber and the main combustion chamber in the vortex chamber diesel engine, and the secondary combustion chamber By dividing and guiding the combustion gas ejected into the main combustion chamber, diffusion combustion in the diesel engine can be promoted and the generation of harmful gases such as smog can be suppressed.

1 is an exemplary view of a combustion chamber structure of a conventional vortex chamber diesel engine.
Fig. 2 is an exemplary view of the sub-combustion chamber assembly 2 constituting the sub-combustion chamber 2a in a conventional vortex chamber diesel engine.
3 is a view for explaining a combustion chamber structure of a vortex chamber diesel engine according to an embodiment of the present invention.
4 is a diagram illustrating a vortex chamber type diesel engine having a connection passage 2b of a general structure.
5 is a diagram illustrating the characteristics of a vortex chamber diesel engine having a connection passage 2b according to an embodiment of the present invention.
6 and 7 are views for explaining a connection passage 2b according to an embodiment of the present invention.
8 is a view for explaining the improvement of the combustion gas flow along the connection passage (2b) in the vortex chamber diesel engine according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. First of all, in adding reference numerals to elements of each drawing, it should be noted that the same elements are to have the same numerals as possible even if they are indicated on different drawings. In addition, in describing the present invention, when it is determined that a detailed description of a related known configuration or function may obscure the subject matter of the present invention, a detailed description thereof will be omitted. In addition, a preferred embodiment of the present invention will be described below, but the technical idea of the present invention is not limited thereto or is not limited thereto and may be implemented by a person skilled in the art.

First, with reference to FIG. 3, after schematically examining the configuration and operation of a general vortex chamber type diesel engine, the technical features of the present invention will be described.

More specifically, in medium and large diesel engines, the time given for the formation of the mixer is sufficient, so only fuel injection can be sufficient to contact the air, but in small or high-speed diesel engines, complete combustion within a short period of time without the help of air vortex. It becomes difficult to finish. In order to solve this problem, various types of combustion chamber structures such as a vortex chamber type are used, and in particular, a vortex chamber type diesel engine has a structure in which fuel is injected and combusted by a vortex generated in the secondary combustion chamber 2a by a compression stroke.

Accordingly, as can be seen in FIG. 3 (a), in general, a vortex chamber type diesel engine may include a main combustion chamber 3a and a secondary combustion chamber 2a. In this case, the sub-combustion chamber 2a may be formed by providing the sub-combustion chamber assembly 2 in the cylinder head 1.

In addition, the main combustion chamber 3a may be formed on the upper surface of the piston 3.

An injection nozzle 4 is provided at the upper center of the sub-combustion chamber 2a to inject fuel to be deflected to the fuel collision part 2c having a straight cross section formed on one side wall of the sub-combustion chamber 2a. In addition, a vortex induction part 2d having a curved shape is provided on the other side wall of the sub-combustion chamber 2a, so that compressed air flowing from the main combustion chamber 3a flows into the sub-combustion chamber 2a through the connection passage 2b. When it becomes, it will form a vortex.

In addition, by connecting the secondary combustion chamber (2a) and the main combustion chamber (3a) to the lower end of the secondary combustion chamber (2a), providing a passage through which air flows from the primary combustion chamber (3a) to the secondary combustion chamber (2a). The connection passage 2b may be installed in an inclined manner, and the connection passage 2b is preferably installed in a tangential direction with the vortex induction part 2d of the secondary combustion chamber 2a.

Further, the auxiliary combustion chamber 2a is provided with a preheating plug 5 to prevent the temperature of the combustion chamber from being lowered during startup or when driving at a low speed. In addition, a cooling water passage 1a may be formed around the secondary combustion chamber 2a.

In the general vortex chamber diesel engine as described above, when the combustion gas generated in the secondary combustion chamber 2a is ejected into the main combustion chamber 3a, the combustion gas drawn into the trench 3c in FIG. 3(b) is in a straight direction. As diffusion is concentrated, vortices may not be properly formed in the clover part 3b located on both sides of the trench part 3c, thereby reducing diffusion combustion, and furthermore, harmful components of the exhaust gas, especially smog, Problems of increasing emissions may follow.

More specifically, referring to FIGS. 3 and 4, in a conventional vortex chamber type diesel engine, the secondary combustion chamber 2a may be formed by having a secondary combustion chamber assembly 2 in the cylinder head 1, and the The secondary combustion chamber 2a is connected to the main combustion chamber 3a through a connection passage 2b to eject the combustion gas generated in the secondary combustion chamber 2a into the main combustion chamber 3a.

In FIG. 4(a), the shape of the sub-combustion chamber assembly 2 and the connection passage 2b constituting the sub-combustion chamber 2a is shown in the direction of the upper surface (a1), the lower surface (a2), and the side surface (a3). . In addition, FIG. 4(b) shows a cross-sectional view of the shape of the sub-combustion chamber assembly 2 and the connection passage 2b constituting the sub-combustion chamber 2a, and more specifically, ( In b3), the cross-sectional shape of the connection passage 2b is shown in detail.

In particular, as can be seen in (b3) of Figure 4 (b), the connection passage (2b) connecting the main combustion chamber (3a) and the secondary combustion chamber (2a) of a conventional vortex chamber type diesel engine is two circles and tangent. When the mixed gas burned in the secondary combustion chamber 2a is ejected into the main combustion chamber 3a while forming an integral cross-sectional shape composed of an arc, combustion that is drawn into the trench portion (3c in FIG. 3(b)) As the gas is concentrated in the straight direction, the eddy current is not properly formed in the clover part (3b of FIG. 3(b)) located on both sides of the trench part 3c, thereby reducing the diffusion combustion, and further There is a problem of increasing the emission of harmful components of the exhaust gas, especially smog.

On the other hand, Figure 5 specifically illustrates the characteristics of the vortex chamber type diesel engine having a connection passage (2b) according to an embodiment of the present invention.

5(a) shows the shape of the sub-combustion chamber assembly 2 and the connecting passage 2b constituting the sub-combustion chamber 2a in a vortex chamber diesel engine having a connecting passage 2b according to an embodiment of the present invention. Is shown in the direction of the upper surface (a1), the lower surface (a2) and the side surface (a3).

In addition, in Figure 5 (b) in the vortex chamber type diesel engine having a connection passage (2b) according to an embodiment of the present invention, the sub-combustion chamber assembly (2) constituting the sub-combustion chamber (2a) and the connection passage ( A cross-sectional view of the shape of 2b) is shown, and more specifically, in (b3) of FIG. 5(b), the cross-sectional shape of the connection passage 2b is shown in detail.

In particular, as can be seen in (a2) of Figure 5 (a) and (b3) of Figure 5 (b), the main combustion chamber 3a and the secondary combustion chamber of the vortex chamber diesel engine according to an embodiment of the present invention ( A guide structure 2e capable of dividing and guiding the combustion gas ejected from the secondary combustion chamber 2b into the main combustion chamber 3a from the secondary combustion chamber 2b may be provided in the connection passage 2b connecting the 2a).

Further, FIG. 6 shows a cross-sectional view of the guide structure 2e formed in the connection passage 2b in order to explain the connection passage 2b according to an embodiment of the present invention.

As can be seen in FIG. 6, the guide structure 2e may include three curved shapes provided on the upper surface of the connection passage 2b. According to the shape of the guide structure 2e, the combustion gas may be divided into three parts to be guided.

In this case, the guide structure 2e may be configured to have three curved shapes having the same radius on the upper surface of the connection passage 2b.

More specifically, the combustion gas guided by dividing into three parts by the guide structure 2e is drawn in a straight direction from the trench part 3c, respectively, or the cleaver parts located on both sides of the trench part 3c ( It can be pulled in the direction of 3b). Accordingly, in the present invention, using the guide structure 2e capable of dividing the combustion gas into three parts and guiding the connection passage 2b connecting the secondary combustion chamber 2a and the main combustion chamber 3a, The combustion gas ejected from the secondary combustion chamber 2a to the main combustion chamber 3a can be divided into three parts, and further, in the related art, the combustion gas is concentrated in the trench 3c in the straight direction, and the left and right clover portions ( While the eddy current in 3b) was not properly formed, the guide structure 2e was used to adjust the ratio of the combustion gas ejected into the trench part 3b and the clover part 3b, It is possible to promote the diffusion combustion in and effectively suppress the generation of harmful gases such as smog.

Further, the guide structure (2e) having three curved shapes connected to each other on the upper surface of the connection passage (2b), the first guide groove (21e) and the first guide groove (21e) located in the center A second guide groove 22e and a third guide groove 23e positioned on both sides may be provided.

In this case, the center of the first guide groove 21e may be positioned higher than a straight line connecting the centers of the second guide groove 22e and the third guide groove 23e. That is, as can be seen in Figure 6, the first guide groove (21e) is the second guide groove (22e) based on the center line (C) of the connection passage (2b) And it may be located higher than the third guide groove (23e). Accordingly, when looking at (b3) of FIG. 5(b), the first guide groove 21e is the outermost when viewed based on the center line ((C) of FIG. 5(b)) of the connection passage 2b. It can be seen that it protrudes and is located high.

And, the first guide groove (21e) is located in the center of the second guide groove (22e) and the third guide groove (23e), the first guide groove (21e) is the second guide groove (22e) ) And the third guide groove 23e, so that the first guide groove 21e, the second guide groove 22e, and the third guide groove 23e divide and guide the combustion gas. There will be.

Further, the first guide groove (21e), the second guide groove (22e) and the third guide groove (23e) have the same radius or the same cross-sectional area by dividing the combustion gas approximately uniformly and guiding it. The combustion gas concentrated in the trench portion 3c may be uniformly ejected to the trench portion 3c and the clover portions 3b positioned at both ends thereof.

That is, in the present invention, the first guide groove (21e), the second guide groove (22e), and the third guide groove (23e) guide the combustion gas by dividing approximately uniformly, in the conventional connection passage (2b) While most of the combustion gas was concentrated and ejected into the trench portion 3c, the first guide groove 21e, the second guide groove 22e, and the third guide groove 23e have the same radius or have the same cross-sectional area. By having a, it means that the amount of combustion gas ejected into the clover portion 3b located in the trench portion 3c increases and is guided so that the amount of combustion gas ejected into the trench portion 3c becomes uniform. .

In particular, the distance between the second guide groove 22e and the third guide groove 23e (D in FIG. 6) is three times the radius of the first guide groove 21e (r in FIG. 6) (D = 3r) to optimize the ratio of the combustion gas ejected into the trench portion 3c and the clover portion 3b, thereby promoting diffusion combustion while efficiently forming a vortex in the clover portion 3b and promoting smog ( smog), it is possible to effectively suppress the generation of harmful components in exhaust gases

Further, by adjusting the height of the first guide groove 21e to adjust the cross-sectional area of the first guide groove 21e, the ratio of the combustion gas guided by the first guide groove 21e can be adjusted, and further Further, the ratio of the combustion gas drawn in the straight direction from the trench portion 3c and the combustion gas drawn in the direction of the cleaver portion 3b positioned on both sides of the trench portion 3c may be appropriately adjusted.

And, Figure 7 shows the internal structure of the connection passage (2b) in order to explain the connection passage (2b) according to an embodiment of the present invention.

As can be seen in Figure 7 (a), the connection passage (2b) is formed in the same shape from the start point (S) to the end point (E). The cross-sections a1, a2, and a3 parallel to the lower surface of the subcombustion chamber assembly 2 (plane B in FIG. 7(c)) all have the same shape.

Furthermore, as can be seen in FIG. 7(b), the cross-sections b1, b2, and b3 perpendicular to the central axis in the traveling direction of the connection passage 2b (DD in FIG. 7(c)) also have the same shape. Represents.

In FIG. 8, the improvement of combustion gas flow in a vortex chamber diesel engine having a connection passage 2b according to an embodiment of the present invention is described. First, as can be seen in Fig. 8(a), in a conventional vortex chamber type diesel engine, when the combustion gas generated in the secondary combustion chamber 2a is ejected into the main combustion chamber 3a (Fig. 7(a)) (A0)), while the combustion gas flowing into the trench portion 3c is concentrated in a straight direction ((A2) in FIG. 7(a)), the clover located on both sides of the trench portion 3c The eddy current is not properly formed in the part (3b) ((A1) and (A3) in Fig. 7(a)), which can reduce the diffusion combustion and further reduce the emission of harmful components of the exhaust gas, especially smog. Increasing problems can follow.

In contrast, in the vortex chamber diesel engine according to an embodiment of the present invention, the combustion gas can be divided into three parts and guided in the connection passage 2b connecting the secondary combustion chamber 2a and the main combustion chamber 3a. By using the guide structure (2e) in which the combustion gas ejected from the secondary combustion chamber 2a to the main combustion chamber 3a is divided into three parts ((B0) in Fig. 7(b)), the trench Combustion gas drawn in a straight direction from the part 3c ((B2) in FIG. 7(b)) and combustion gas drawn in the direction of the cleaver part 3b positioned on both sides of the trench part 3c (FIG. 7 (B1) and (B2)) of (b) can be divided according to an appropriate ratio to be ejected.

Accordingly, in the vortex chamber diesel engine according to an embodiment of the present invention, the eddy current is formed more strongly in the clover part 3b located on both sides of the trench part 3c, thereby promoting diffusion combustion in the diesel engine, and Furthermore, it is possible to effectively suppress the generation of harmful gases such as smog.

The above description is merely illustrative of the technical idea of the present invention, and those of ordinary skill in the technical field to which the present invention belongs can make various modifications, changes, and substitutions within the scope not departing from the essential characteristics of the present invention. It will be possible. Accordingly, the embodiments disclosed in the present invention and the accompanying drawings are not intended to limit the technical idea of the present invention, but to explain, and the scope of the technical idea of the present invention is not limited by these embodiments and the accompanying drawings. . The scope of protection of the present invention should be construed by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of the present invention.

(1): Cylinder head (1a): Cooling water passage
(2): Secondary combustion chamber assembly (2a): Secondary combustion chamber
(2b): connection passage (2c): fuel impact
(2d): Vortex induction part (2e): Guide structure
(3): piston (3a): main combustion chamber
(3b): clover portion (3c): trench portion
(4) Spray nozzle (5): Preheating plug
(21e): first guide groove (22e): second guide groove
(23e): 3rd guide groove

Claims (10)

A sub-combustion chamber assembly comprising a vortex guide part (2d) having a curved shape on the inner wall and a connection passage (2b) formed at the lower end of the vortex guide part (2d), and is combined with the cylinder head (1) to constitute the sub-combustion chamber (2a) (2); And
It includes a trench portion 3c communicating with the connection passage 2b and a clover portion 3b formed on both sides of the trench portion 3c, and includes a piston 3 constituting the main combustion chamber 3a,
The connection passage (2b) is provided with a guide structure (2e) that can guide the combustion gas ejected from the secondary combustion chamber (2b) to the main combustion chamber (3a) by dividing into three parts,
The guide structure (2e) includes a first guide groove (21e) located in the center, and a second guide groove (22e) and a third guide groove (23e) located on both sides of the first guide groove (21e), ,
The first guide groove (21e), the second guide groove (22e) and the third guide groove (23e) have the same radius,
The first guide groove (21e), the second guide groove (22e) and the third guide groove (23e) maintain the same shape throughout the connection passage (2b),
The first guide groove (21e), the second guide groove (22e), and the third guide groove (23e) divide the combustion gas approximately uniformly and are respectively drawn in a straight direction from the trench part (3c), or the A vortex chamber type diesel engine, characterized in that guides are guided in the direction of the cleaver portions 3b on both sides of the trench portion 3c. delete delete delete delete The method of claim 1,
A vortex chamber diesel engine, characterized in that the center of the first guide groove (21e) is positioned higher than a straight line connecting the centers of the second guide groove (22e) and the third guide groove (23e). The method of claim 1,
The distance (D) between the second guide groove (22e) and the third guide groove (23e) is formed to be three times the radius (r) of the first guide groove (21e) (D = 3r). Vortex chamber type diesel engine. delete delete delete

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