CA3048883A1 - Valve ignition pre-chamber - Google Patents

Abstract

The valve-controlled ignition pre-chamber (1) is intended for an internal combustion engine (2) which has a combustion chamber (5) in which a main charge (30) more less diluted with a neutral gas is ignited, said prechamber (1) comprising a stratification cavity (6) into which ignition means (11) open and into which a stratification injector (8) can inject a pressurized readily-inflammable pilot charge (9), a stratification valve (13) being able to close off the stratification duct (7) in full or in part, notably under the effect of the pressure of the gases obtaining in the combustion chamber (11).

Description

WO 2018/13077

2 PCT / FR2018 / 050041 PRE-CLAMP CHAMBER
The present invention relates to an ignition pre-ignition chamber which allows to ignite a main charge introduced into the combustion chamber of a engine internal combustion engine by means of a pilot charge ignited by a spark, said prechamber being designed to optimize the efficiency of said load pilot to light said main load.
The maximum and average efficiency of internal combustion engines alternative according to the state of the art is relatively weak. In automobile, said performance maximum is order of thirty-five per cent for spark-ignition engines cycle Otto, and in the order of forty percent in the case of cycle engines Diesel. In as regards the average efficiency in common use of automobile engines, he is the more often less than twenty percent for ignition engines ordered, and at twenty five percent for diesel engines.
In said engines, the fraction of the energy released by the combustion of fuel and who is not transformed into useful work is mainly dissipated in form heat in the cooling system and the exhaust of said engines.
In addition to poor performance, internal combustion engines alternative Used in cars produce polluting gases and particles harmful to environment and health.
Despite these unfortunate features, for lack of other solutions offering a better energy, environmental, functional and economic compromise, the engines Otto cycle or diesel internal combustion engines equip the quasi all motor vehicles in circulation around the world.
This situation explains the significant efforts of research and development by engine manufacturers to improve the energy balance and environmental internal combustion engines. These efforts are aimed in particular at to perfect the technologies that make up these engines, and to add to these latter new features that allow the implementation of strategies new.
Among these strategies is the dilution of the air and fuel load of engines alternating internal combustion heat with either a neutral gas or with fresh air rich in oxygen.
It is to this dilution that the present invention is addressed which is especially intended to spark-ignition internal combustion internal combustion engines who consume most often either gasoline or natural gas.
Dilute the charge of spark ignition engines with fresh air or with gases previously cooled exhaust makes it possible to increase the average and / or maximum thermodynamics of said engines. This results in a consumption reduced fuel to the same product work.

When spark ignition engines operate in partial torque, introduce a charge diluted in their cylinder (s) produces less pumping losses to introduce a undiluted charge. The reduction of these losses is due to the fact that diluted is bigger with the same energy content. So, to introduce the same amount energy in said cylinder (s), the winnowing on admission of said engines usually done by means of a butterfly is less pronounced, and the gas pressure who present themselves at said admission is higher.
In addition, at the same energy introduced into the cylinder (s) of the engines to ignition ordered, dilute the load increases the mass and the total heat capacity of this last. Thus, all things being equal, the burning of said charge operates at a lower temperature. Besides reducing the amount of nitrogen oxides produced by combustion, said low temperature reduces thermal losses to walls of the cylinder (s) resulting from the assignment by the said office of part of its heat to say walls.
Finally, especially if the load is diluted with a neutral gas poor in oxygen even without oxygen, said charge is less sensitive to autoignition uncontrolled air-fuel mixture. Said self-ignition is responsible for the rattling, phenomenon an undesirable effect characterized by a detonating combustion which performance of spark ignition engines and that damages the mechanical components that up. The desensitization to rattling that comes from the dilution of the charge allows said engines either to operate at a higher compression ratio or to operate with an ignition which is triggered at the most favorable time possible for two.
In this particular context of diluted air and fuel charges, distinguishes spark ignition engines operating on the stoichiometry of said engines operating in excess air also known as poor mixture.
Engines operating at stoichiometry are only compatible with a catalyst three-pathways, a device known per se that post-processes pollutants from the combustion. said catalyst is responsible for burning the hydrocarbons that have not been burned in bedroom combustion of the engine. The products of this combustion are from steam water and carbon dioxide already present in the atmosphere. said catalyst three-also finalizes the oxidation of notoriously polluting carbon monoxide for the also convert to carbon dioxide, and reduce nitrogen oxides to the transform into atmospheric dinitrogen which constitutes about seventy-eight percent of the Earth's atmosphere, which is by nature non-polluting.
The reduction of nitrogen oxides by three-way catalysis requires that the charge introduced into the engine is stoichiometric, ie it contain the right amount of oxygen necessary for the combustion of the hydrocarbons contained in said charge.

3 An excess of oxygen makes it impossible to reduce the oxides of nitrogen by catalyst three-tract. It is therefore not possible to post-treat the nitrogen oxides contained in the gases exhaust from engines operating in excess of air by means of a catalytic converter three-way.
This explains why - to meet environmental regulations always more restrictive - engines operating in excess of air now receive a device specially adapted for reducing nitrogen oxides such as an oxide trap nitrogen or Selective catalytic reduction device of nitrogen oxides with urea.
The apparatus is usually placed at the outlet of a two-way oxidation catalyst which will have previously burned unburnt hydrocarbons and which will have completed oxidation of carbon monoxide, and more and more often, a particulate filter.
Diesel engines operating naturally in excess of air, since the entry into force of the Euro VI standard in Europe, almost all European diesel cars are equipped with a device that post-processes the oxides of nitrogen to transform them in dinitrogen.
The problem with these devices is that they are expensive, complex, and that their congestion and their maintenance constraints are so high that these devices are not almost used only on diesel engines that can not in practice operate that excess air.
In the case of spark ignition engines, engine manufacturers endeavor to all means to make them work with stoichiometry so that they remain compatible with a a three-way catalyst that is simple and inexpensive.
To benefit from the reduction in fuel consumption induced by the dilution of the charge of spark ignition engines without the inconvenience particular economic benefits of a nitrogen oxide trap or a reduction catalytic selective nitrogen oxides to urea, so it is necessary to dilute said charge of said engines not with air rich in oxygen, but with a neutral gas lack of oxygen.
This latter gas is usually supplied by exhaust gas recirculation of the motor itself, said gases no longer containing oxygen and being available and abundant. This strategy is known as the recirculation of gases exhaust and more precisely under the acronym EGR standing for Exhaust Gas Recirculation .
Said gases leaving at high temperature at the exhaust of the ignition engine controlled, to prevent them from overheating the charge introduced into the said motor it is necessary to reduce the temperature before mixing with the gases fresh. This strategy is known as Anglo-Saxon Cooled EGR, which precise the recirculated exhaust gases are cooled before mixture with the fresh gas admitted by said engine. French engine manufacturers use finally the term EGR franglais cooled, easily understandable and easy to use.

4 The pre-cooling of the EGR gases is necessary in two less.
First, the temperature of the gas-EGR / gas-charge mixture must be allowed by the spark ignition engine remains low for volumetric efficiency said engine remains high when operating at full torque. Indeed, for a pressure admission given, the mass of said mixture introduced into the cylinder (s) of said engine is all the more important that said mixture is cold. The recooling preliminary gas of EGR is made even more essential if said engine is supercharged by a turbocharger or by any other means.
Second, the hotter the gas-EGR / gas-fresh mixture, the more it promotes the appearance rattling which is adverse to the performance of said engine.
The problem is that the diluted charge to the cooled EGR is low in oxygen.
this is paradoxical since it is also the goal sought, especially so that the load remains stoichiometric and knock-resistant. It results from this impoverishment in oxygen an initiation of combustion more difficult to obtain and a development of combustion slower than when said charge is undiluted at the cooled EGR.
.. In a spark ignition engine, the initialization of combustion operates by creating a high temperature electric arc between two distant electrodes one of the other a few tenths of a millimeter.
When the air-fuel charge is heavily diluted with EGR
cooled, the bow electric crosses a globally poor mixture of oxygen and fuel.
The risk a misfire increases if by chance, the space of a few tenths of millimeters separating the cathode from the anode of the spark plug does not contain a gas mixture EGR / gas-fresh sufficiently burnable because indeed, heterogeneities are created inevitably in the three-dimensional space of the combustion chamber, with of the pockets richer in oxygen and / or fuel than others.
If the combustion is initialized as desired, the fuel energy that contains the charge begins to release in the form of heat and the flame starts its development.
For this, by successive approaches, said flame communicates its heat to the mixed gas-EGR / gas-fresh surrounding, burnable layer after burnable layer. Each layer is brought to its ignition temperature by the previous layer, burns, and free from the heat that it communicates to the next layer and so on. According to principle of chain reaction, the flame propagates in the three-dimensional space of the room of combustion of the spark ignition engine.
The main problem of cooled EGR is that it makes it difficult the initialization of the combustion, and then considerably slows the development of the latter both at cause of global reduction of its temperature, and because of the heterogeneities of wealth in oxidant and / or fuel found in the volume of the combustion chamber and so, on the path of the flame.

Moreover, it is found experimentally that the higher the content of the Cooled EGR
increases, the more the motor becomes unstable. From a certain said content, failures ignition and performance - which until then had tended to increase with the cooled EGR content of the charge - decreases. Beyond a certain EGR content,

5 .. the spark ignition engine stops, the combustion no longer reaching initialize.
It is also noted that the content of the exhaust gases in hydrocarbons unburned and in carbon monoxide increases in parallel with the cooled EGR content of the charge.
This comes at a time from pockets of mixture too poor to burn properly encountered by the flame on its course, and the thickening of the boundary layer of flame jamming near the cold internal walls of the chamber of combustion of the motor.
Still experimentally, we also see that more power ignition is important, the more it is possible to increase the cooled EGR content of the load without Too much damage the stability of the engine.
As such, many research laboratories - such as the South West Research Institute in the United States - have developed ignition more and more more powerful to push back the accessible limits of EGR content cooled from the charge. The purpose of this strategy is, of course, to improve the engine performance spark ignition.
The problem of overbidding the power of electric ignitions is that their yield decreases rapidly with their power. So always more power electric to get less and less ignition power additional.
In addition, a high electrical power is only of interest if one moves away from the electrodes of the candle from each other to give more chances to the spark of to cross a pocket burnable, or while increasing the duration of the spark, or when repeat the spark.
This leads to more and more electrical voltages and powers elevated who Complexify the realization of the electric insulators of the spark plug all in drastically reducing the life of the latter.
The difficulty in igniting the charge is also due to the fact that the cooled EGR
is all the more interesting about supercharged spark ignition engines that we are looking by all ways to reduce rattling sensitivity. However, the pressure of overeating is the higher the density of the gas-EGR / gas-fresh mixture is electrodes candle when the spark is triggered, and more voltage for cause said spark. From this point of view, the cooled EGR does not go in the maid direction since at the same energy introduced into the cylinder of the engine, the mass of gas that lies between the electrodes increases as does the resistance of said gas to inflammation.
It is noted that the patent N FR 2 986 564 belonging to the applicant constitutes a reply robust to these problems. The spark ignition device and stratification high pressure for internal combustion engine referred to in said patent

6 proposes to inject under high pressure, in the center of the spark plug and not much time before the spark is triggered, a pilot charge approximately stoichiometric, highly burnable because undiluted with cooled EGR, and potentially slightly rich in fuel.
Once injected by said device, said pilot load bathing the electrodes of the candle, as soon as an electric arc is formed between said electrodes, said load ignites immediately and releases the energy it contains. Thus, the said office itself same Does it the ignition means in itself whose power is several hundred several thousands of times greater than that of the electric arc that allowed put it on fire.
It is virtually impossible to obtain such ignition power with means electric alone.
Experience has shown that cooled EGR levels of the order of fifty for hundred are possible with such a device against of the order of thirty to only one hundred with the only most powerful electric ignition devices that are.
Note that the approach adopted in the patent N FR 2 986 564 is found under related forms in US Pat. No. 4,319,552 to inventors Fred N. Sauer and J.
Brian Barry, or in the patent N DE 41 40 962 Al belonging to the company Bosch.
In any event, the patent U56564770 Orbital of the company enters not in this category because it is according to this patent to ensure relatively low pressure the the most homogeneous main charge possible, and not form a pilot charge for ignition purposes of a highly diluted main charge at EGR.
The problem of the device described by the patent N FR 2 986 564 and in the patents such as they have just been listed does not lie in the initialization of the combustion which is very powerful, but in the development of said combustion.
In particular, when the burned fraction of the fuel contained in the load main reached about fifty percent, burning struggles to progress so that the weather total required to burn the entire main charge is more important that time required to burn all of an undiluted main charge at the EGR
cooled.
As a result of this, part of the potential energy gain of the EGR
cooled is lost to because of a combustion that develops too slowly.
However, the maximum benefit of the cooled EGR would be found if it were possible to operate a spark ignition engine simultaneously with a main load of which the content Cooled EGR is on the order of fifty percent on the one hand, and with a stability and a total burning time comparable to those found on the same said motor when the latter burns an undiluted charge on the other hand.
The solution could come from the use of a prechamber in which would be introduced the pilot charge, said prechamber being able to house the electrodes of the candle and even, to be an integral part of said candle as proposed by the patent N US 4 319,552.

7 The first advantage of such a prechamber is that it keeps potentially the charge pilot to the nearest electrodes of the candle, which may limit the dispersion of said charge in the main combustion chamber of the spark ignition engine before firing said load.
The second advantage of said antechamber is that once fired, the pilot charge pressurizes said prechamber which sends hot gas torches to high speed in the main combustion chamber of the spark ignition engine via holes that includes said prechamber.
This firing of the main charge by means of torches is very effective because instead from the center of the combustion chamber as is the case with a candle ordinary ignition, the flame is initialized at multiple points in the bedroom combustion, and develops radially from the periphery of the chamber towards the center of the chamber, and tangentially between each torch.
The fuel energy is released in a very short time, which means is in favor thermodynamic efficiency of the spark ignition engine because not only the relaxation is more productive in work, but the slightest sensitivity to rattling that stems such rapid combustion makes it possible to operate the engine with a ratio volumetric significantly higher.
In any case, US Pat. No. 4,319,552 or the solution proposed in US Pat.
the patent FR 2 986 564 belonging to the applicant or in related patents previously mentioned can not be compared to the multitude of patents that inject fuel alone in a prechamber or not, and not a mixture of air and fuel.
Among these patents, mention will be made, for example, of those known under the name of GB 2 311 327 A.
of Fluid Research Limited, N US 4,864,989 of Tice Technology Corp., N US 4,124,000 from General Motors, N US 4,239,023 from Ford Motor Company, N US 4,892,070 of the inventor Dieter Kuhnert, N US 2001/0050069 Al inventors Radu Oprea and Edward Rakosi, or patent N US 2012/0103302 Al of the inventorWilliam Attard on whose principle the system is based Turbulent ignition Jet Ignition developed by the German company Mahle for engines of Formula 1.
There is indeed a fundamental difference between the solutions on display in these the latest patents for spark ignition engines known mixed poor and whose only objective is to enrich the fuel around the point on the grounds that the load as a whole is low in fuel but rich in oxygen, and the solutions set forth in patent FR 2 986 564 and patents Related mainly for spark ignition engines operative with a strongly diluted charge with cooled EGR and which aim to constitute a mixture rich in fuel AND oxygen around the ignition point, with the motive that the load as a whole is low in fuel AND oxygen.

8 At this point, we saw that injecting a highly burnt pilot charge consisting of air and fuel to wrap the electrodes of the candle with said charge as the proposes patent N FR 2 986 564 makes it possible to effectively light a main charge strongly diluted with EGR.
It has also been seen that once the main charge is on, the combustion is developed quickly until about fifty percent of the total amount of fuel contained in the said charge were burned. Beyond the so-called fifty for cent, the combustion is developing more slowly, so that from a certain content EGR of the main charge, the thermodynamic efficiency of the ignition engine ordered decreases instead of increasing as hoped.
It has been assumed that if - as proposed in US Pat. No. 4,319,552 - the charge pilot was injected into a prechamber in which are housed the electrodes of the candle, this last problem of development of combustion beyond fifty percent would be fully or partially resolved.
Indeed, said prechamber eject through its orifices gas torches burning hot of high speed that would both initiate combustion on a great length radial around the ignition point, but also, would squint the front of flame which favor the development of the flame perpendicular to the so-called torches.
However, this last solution may prove to be unsatisfactory for a large number of reasons some of which led to the abandonment of ignition devices based on prechamber, particularly in the context of spark ignition engines.
Indeed, to be effective, the prechamber must have a protruding dome who enters enough in the engine's combustion chamber so that the holes that said dome and through which hot gases are ejected to form torches are sufficiently positioned within said chamber for said torches do do not lick the cold internal walls of said engine.
However, as soon as the combustion is initialized in the prechamber, the gases contained in this last rise quickly in pressure and are ejected at high speed by said holes.
In doing so, said gases heat said dome.
Once initialized the combustion of the main charge, the pressure prevailing in the combustion chamber of the engine quickly becomes greater than that prevailing in the prechamber so that hot gases pass back in the opposite direction through Holes of the dome, still heating the latter.
When the gases are released by the spark ignition engine piston, the pressure prevailing in said prechamber becomes greater than that prevailing in the room of combustion of the engine. As a result, the hot gases contained in the antechamber pass a third time through the so-called holes, overheating again said dome.

9 However, from a certain temperature, the protruding dome behaves like a hot ball like the ignition system of the internal combustion engine invented by Stuart Herbert-Akroyd and described in patent 0HD4226 of December 4, 1891.
Such hot spot then potentially leads to untimely ignition of the charge non-spark-controlled main. The rattling that can follow is nature to damage or even destroy the spark ignition engine.
One solution may be to intensively cool said dome to avoid that he is a hot spot. However, the resulting heat export is at the expense on the one hand, the efficiency of hot gas torches whose temperature and velocity are reduced during their passage through the holes in said dome, and other the thermodynamic efficiency of the spark ignition engine.
It is therefore imperative that the prechamber can not behave like a ignition device hot ball as previously mentioned or the less than the initialization of the combustion of the main charge is well triggered at the time chosen, and not undergone at an uncontrolled time.
This involves cooling the hot parts of said prechamber susceptible to trigger a self-ignition, but this must be done without diminishing too much the effectiveness of the said prechamber to diffuse burning gas torches into space three-dimensional combustion chamber of the engine that contains the main charge.
In addition, it is noted that the constitution of an air-fuel pilot charge at high pressure is not energy free. It must first be compress air, this which requires a compressor driven by the spark ignition engine itself even then injecting fuel into said air. Another strategy may consist of directly compress an air-fuel mixture previously constituted.
Thus, because of its non-negligible energy cost, efficiency ignition, plus the mass and the pressure of the pilot load are small compared to that of charge main, better is the final energy balance of the ignition engine ordered when operates under a high rate of EGR. It is therefore necessary by all means to confer on the pilot a specific efficiency to turn on the largest possible main load, with regard to the mass and pressure of said pilot load.
In other words, at the same ignition efficiency, the pilot load must contain the smallest quantity of air-fuel mixture possible, previously placed under most pressure low possible.
As such, it is necessary as far as possible to avoid that the pilot load scatters in the main charge before firing because such a reduced dispersion specific efficiency of the pilot charge to turn on the main charge and can not be compensated that increasing the mass of said pilot load, which is done to the detriment of the yield spark ignition engine.

The dispersion results in particular from the time of which the injector pilot load in the prechamber needs to perform the injection of said pilot load under a pressure necessarily greater than that of the main charge.
It will be noted, moreover, that the injection pressure of the pilot charge remains approximately constant however that the pressure of the main charge increases under the effect of his compression following piston ascent of spark ignition engine towards its Top Dead Point. The beginning of the injection of the pilot load therefore takes place under a differential pressure greater than the end of said injection. It results of this that the

10 ejection speed of the gases constituting the pilot charge by the injector is bigger in injection start at the end of the injection.
Before injecting the pilot charge, the pressure in the prechamber is less than prevailing in the compression chamber of the engine. Part of the load primary so enter first in said antechamber as soon as it is compressed said charge.
Then, the injector injects in the antechamber the pilot charge that mixes with the fraction the main load that has a high EGR content and that has been beforehand introduced into said prechamber.
The excess gas mass due to said fraction is then expelled out of the pre-chamber with part of the pilot charge, which is mixed with gases with high EGR content in and out of the prechamber.
The flammability of the mixture thus constituted of air, fuel and EGR is so necessarily heterogeneous in the volume of the prechamber and out of the antechamber.
The efficiency of the pilot charge to ignite as quickly as possible is reduced as is the efficiency of burning gas torches to ignite the charge main.
This decrease in efficiency can only be offset by an increase in the mass in air and fuel of the pilot charge, this to the detriment of the efficiency global energy spark ignition engine.
Ideally, we should therefore avoid by all means to disperse the load pilot in the main charge before the ignition of said pilot charge.
This does not in any way affect the fact that it would be very advantageous to improve the device described by the patent N FR 2 986 564. In fact, said device was revealed effective to initialize burning under very high rates of cooled EGR and developing said burning up what a fraction of about fifty percent of the fuel that the charge main burned.
The objective would be to give the device the ability to develop very quickly said burning until a fraction of at least ninety or a hundred percent of said fuel is burned.

11 As previously mentioned, this could be achieved by means of a antechamber as suggested by US Pat. No. 4,319,552, but with the sole condition of circumvent the notorious defects, even crippling, of such a prechamber. For that, we must improve significantly the effectiveness of said prechamber which implies in particular to avoid it does not behave like a hot ball, to avoid that the pilot load does not is dispersed in the master bedroom, and limit the amount of energy necessary to compressing said pilot charge with same ignition efficiency.
All of these objectives are addressed by the ignition pre-chamber with flapper according to the invention which - according to a particular embodiment - allows:
= To greatly reduce the thermal load to which the dome is subjected protuberant the prechamber, this by approximately dividing by three the number of passing of the hot gases through the holes presented by said dome and by which said gases are ejected, in order to prevent said dome from being brought to too high temperature and is not a hot spot that could cause inadvertent ignition of the main charge;
= To minimize the mass and pressure of the necessary pilot load only to initialization of the combustion of main charges strongly diluted to the EGR but also to the rapid development of the said combustion until all said main charges are burned;
= In the service of this last objective, to avoid the dispersion of the load driver in charge during the injection of said pilot charge into the prechamber.
To achieve these objectives, the valve ignition prechamber according to the invention provides:
= To keep the prechamber closed when the pressure is less than prevailing in the combustion chamber, this to avoid round trips unintentional hot gases through holes in the dome protuberant and whereby said prechamber communicates with said chamber;
= To keep the antechamber closed for most of the time Injection of the pilot load so that said injection takes place in a closed space in which gas from said pilot charge can not mix with the gases of the charge principal;
= To lower the mass and injection pressure of the pilot load while keeping a pressure and a high ejection velocity of the hot gases through holes that presents the protruding dome.
The prechamber ignition valve is expected inexpensive to manufacture in large series for remain compatible with the economic constraints of most applications .. to which it is intended, including automobiles.

12 It is understood that the ignition pre-ignition chamber according to the invention can apply to any spark ignition internal combustion engine that is rotary or linear be it the type, irrespective of the gaseous, liquid or solid fuel that it consumes, and that his main load is diluted with EGR cooled or not, with a gas neutral of some nature or with a gas rich in oxygen or any other oxidizer.
It is also understood that the pilot load that receives the prechamber of ignition with clamshell the invention may contain a fuel and / or oxidant other than fuel and / or oxidant which constitutes the main charge of the spark ignition engine.
The other features of the present invention have been described in the description and in dependent secondary claims directly or indirectly of the main claim.
The ignition pre-ignition chamber according to the present invention is provided for an engine which has a cylinder head which cap a cylinder for form a combustion chamber in which can be burned a main charge, said prechamber comprising:
= At least one lamination cavity which, on the one hand, is arranged in the breech and is connected to the combustion chamber by a lamination duct and which else part, receives a stratification injector that can directly or indirectly inject in said cavity a pilot load previously pressurized by means compression, said charge consisting of an oxidizing mixture AF fuel easily flammable by means of a spark;
= Ignition means that open into the lamination cavity and which can ignite the pilot load;
= A laminating valve that can seal all or part of the duct stratification and which exposes on the one hand, a cavity side face subjected to the pressure of gases prevailing in the lamination cavity and secondly, a chamber side subject to gas pressure prevailing in the combustion chamber, said flap of stratification can translate with respect to said conduit under the effect of the pressure of gas either direction of the stratification cavity when said pressure prevailing in this last is lower than the pressure prevailing in the combustion chamber, either direction of said chamber when the pressure prevailing in the latter is less than the pressure prevailing in the lamination cavity;
= At least one cavity-side check stopper that determines the position of the flap of stratification closest to the stratification cavity;
= At least one chamber-side check stopper that determines the position of the check valve stratification closest to the combustion chamber.

13 The ignition prechamber with a valve according to the present invention comprises a check valve stratification which closes all or part of the stratification duct when it is at most close to the lamination cavity as it opens said duct on a wider section when positioned closest to the combustion chamber.
The ignition prechamber with a valve according to the present invention comprises a stop cavity-side flap which consists of a flap shutter seat laid out in the stratification duct or at any end of said duct, said seat cooperating with a valve seat side cavity that presents the valve of stratification in its periphery and / or at its end.
The ignition prechamber with a valve according to the present invention comprises a seat valve shutter and a cavity-side valve seat which constitute a sealing when they are in contact with each other, said sealing preventing all gas to pass to level of said contact when the pressure prevailing in the chamber of combustion is greater than the pressure in the lamination cavity.
The ignition prechamber with a valve according to the present invention comprises a stop valve side chamber which consists of a valve opening seat laid out in the stratification duct or at any end of said duct, said seat cooperating with a valve side chamber side that presents the valve of stratification in its periphery and / or in its extremity.
The ignition prechamber with a valve according to the present invention comprises a seat valve opening and a chamber-side valve seat which constitute a sealing when they are in contact with each other so as to prevent any gas from pass to the level said contact.
The ignition prechamber with a valve according to the present invention comprises a check valve stratification which includes in its periphery guiding means which maintain said flapper approximately centered in the lamination duct, and approximately in the same longitudinal orientation as said conduit and this, whatever the position axial of said valve relative to said conduit.
The ignition pre-ignition chamber according to the present invention provides that when the flap opening seat and chamber-side flap reach are at contact one of the other, the laminating valve forms with the lamination duct a prechamber torch which communicates simultaneously with the cavity of stratification, and secondly, with the combustion chamber by intermediary of at least a gas ejection orifice.
The ignition prechamber with a valve according to the present invention comprises a wall internal device of the pre-ignition chamber by torch which is cylindrical while the laminating valve has a circular periphery and is housed in low radial clearance in said prechamber.

14th The ignition prechamber with a valve according to the present invention comprises a leads from stratification that protrudes into the combustion chamber under the form of a protruding ejection dome which houses the ignition prechamber by torch and whose opens the gas ejection port.
The ignition prechamber with a valve according to the present invention comprises a seat valve opening which is arranged in the protruding ejection dome.
The ignition pre-ignition chamber according to the present invention provides that when the laminating valve is positioned close to the combustion chamber that is to say at neighborhood or in contact with the flap stop chamber side with which he cooperates, said valve discovers at least one gas ejection port that connects the cavity of stratification with the combustion chamber.
The ignition prechamber according to the present invention comprises means which consist of a spark plug which closes the first end a perforated connection tube that crosses all or part of the internal volume of the cavity of stratification and whose body is radially crossed by at least one radial light that relates the interior of said tube to said internal volume, while the second end of said tube receives the lamination duct and the check valve stratification, and however, the central electrode and the ground electrode of said candle are housed at the inside of the perforated connecting tube.
The ignition prechamber with a valve according to the present invention comprises a face side cavity that exposes an aerodynamic dome.
The ignition prechamber with a valve according to the present invention comprises a face side cavity that forms a ground electrode that faces a central electrode that includes a spark plug the latter constituting the ignition means.
The ignition prechamber with a valve according to the present invention comprises a check valve stratification which is axially thicker at its periphery which receives the clamshell cavity side and the chamber door valve range, only in the center.
The following description with reference to the attached drawings and given as examples non-limiting measures will make it possible to better understand the invention, the characteristics what present, and the benefits it is likely to provide:
Figure 1 is a schematic sectional view of the ignition prechamber valve following the invention as it can be installed in the cylinder head of an engine internal combustion.
Figure 2 is a schematic sectional view of the ignition prechamber valve following the invention the laminating valve can completely close the conduit stratification when the cavity-side valve seat that the said check valve has stratification is at clapper seat contact with which it cooperates, while said check valve stratification forms a torch prechamber that is housed in a dome ejection protruding when said flap rests on its flap stop side bedroom.

Figures 3 to 8 are partial close-up views in schematic section of the antechamber flap ignition according to the invention and according to the particular configuration shown in FIG. 2, said close-up views illustrating various phases of operation of said 5 prechamber.
Figure 9 is a schematic sectional view of the ignition prechamber valve following the invention incorporating the main characteristics shown in FIG. 2 to which is added a perforated connection tube radially traversed by radial openings, said tube 10 .. through the internal volume of the lamination cavity and making integral part of a spark plug, while the cavity side face of the flapper stratification forms a ground electrode that faces a central electrode that includes said candle.
Figure 10 is a three-dimensional view of the ignition prechamber with flapper following

The invention and according to the embodiment variant shown in FIG. 9.
Figure 11 is a three-dimensional view in broken longitudinal section of the antechamber flap ignition according to the invention and according to the variant embodiment shown in figure 9.
Figure 12 is an exploded three-dimensional view of the ignition prechamber at valve according to the invention and according to the variant embodiment shown in FIG. 9.
DESCRIPTION OF THE INVENTION
FIGS. 1 to 12 show the valve pre-ignition chamber 1, various details of his components, variants and accessories.
It has been seen in FIG. 1 that the valve ignition pre-chamber 1 is especially scheduled for an internal combustion engine 2 which comprises a cylinder head 3 which caps a cylinder 4 to form with a piston 31 a combustion chamber 5 in which can to be burned a main charge 30.
It will be noted in FIGS. 1 to 12 that the ignition pre-chamber with valve 1 next the invention comprises at least one lamination cavity 6 which, on the one hand, is arranged in the yoke 3 and is connected to the combustion chamber 5 by a conduit of stratification 7 and which on the other hand receives a stratification injector 8 which can directly or indirectly injecting into said cavity 6 a pilot load 9 previously put under pressure by compression means 10.
The pilot charge 9 is according to the invention constituted of an oxidizing mixture AF fuel easily flammable by means of a spark.
In FIGS. 1, 2 and 9, we see the stratification injector 8 that the ignition prechamber valve 1 according to the invention and which can, directly or indirectly via a conduit of injector outlet 28, injecting the pilot charge 9 into the cavity of stratification 6.

16 The stratification injector 8 can be of any type without restriction, and be made up of everything apparatus capable of introducing into the lamination cavity 6 according to some fashion operation that it is a pilot charge 9 and this, that the mixture oxidizer-AF fuel that contains said load 9 is formed upstream or downstream of said injector stratification 8 with the possible assistance of another injector, either gas or liquid, or with the competition of a known carburetor.
In addition, the lamination cavity 6 and the lamination duct 7 can advantageously be coated with a refractory material known per se, or be facts of the said material. Alternatively, an air gap can be left between at least a part of the lamination cavity 6 and / or the lamination duct 7 on the one hand, and the breech 3 which receives these components 6, 7 on the other hand, so as to limit the exchanges of heat between said components 6, 7 and said cylinder head 3.
It is also noted in Figures 1 to 12 that the ignition pre-chamber valve 1 following the invention comprises ignition means 11 which open into the cavity of stratification 6 and which can ignite the pilot charge 9, said means 11 that can be consisting of a spark plug 12 known per se.
Still in Figures 1 to 12, we note that the ignition pre-chamber valve 1 next the invention comprises a laminating valve 13 which can close at all or part of it laminating duct 7 and which exposes, on the one hand, a cavity-side face 14 subject to pressure of the gases prevailing in the lamination cavity 6 and secondly, one side side chamber 15 subjected to the pressure of the gases prevailing in the combustion chamber 11.
It is noted that said laminating valve 13 can translate with respect to the leads from stratification 7 under the effect of the gas pressure either towards the cavity of lamination 6 when said pressure in the latter is less than pressure prevailing in the combustion chamber 5, either towards said room 5 when the pressure in the latter is less than the pressure reigning in lamination cavity 6.
It will be noted that the laminating valve 13 can also move in the conduit of stratification 7 under the effect of gravity or acceleration, which could be interpreted as a benefit or a mode of operation research.
It can be emphasized that the laminating valve 13 can be made of superalloy resistant at the temperature and stay as light as possible, or in ceramic material such as silicon carbide.
In addition to what has just been described, it is noted that the pre-ignition chamber at flapper 1 according to the invention comprises at least one cavity-side valve abutment 16 which determines the position of the laminating valve 13 closest to the cavity of stratification 6. This is particularly visible in Figures 3 to 8.

17 In addition, the ignition prechamber valve 1 according to the invention comprises at least one valve stopper chamber side 17 which determines the position of the flap valve stratification 13 the closer to the combustion chamber 5.
.. As a variant of the ignition pre-chamber with valve 1 next the invention, it will be noted that the laminating valve 13 may close all or part of the conduit of stratification 7 when it is closest to the lamination cavity 6 while opens said conduit 7 on a wider section when positioned closest to the room of combustion 5.
In FIGS. 3 to 8 in particular, it will be noted that the valve stopper on the cavity side 16 may be consisting of a shutter valve seat 18 arranged in the conduit of stratification 7 or at any of the ends of said duct 7, said seat 18 cooperating with a the cavity-side valve seat 19 that the laminating valve 13 presents its periphery .. and / or at its end.
It should also be noted that the shutter valve seat 18 and the side valve seat cavity 19 may constitute a seal when they are in contact with one of the other, said sealing preventing any gas from passing at said contact when the pressure that reign in the combustion chamber 5 is greater than the prevailing pressure in the lamination cavity 6.
As another variant, the valve stop chamber side 17 can be consisting of a seat valve opening 20 arranged in the lamination duct 7 or any one ends of said duct 7, said seat 32 cooperating with a range of flapper side chamber 21 that has the laminating valve 13 at its periphery and / or in his end.
In this case, the valve opening seat 20 and the side valve seat room 21 can seal when they are in contact with one another so prevent everything gas to pass at the level of said contact.
Figures 3 to 8 and Figure 12 clearly show that the check valve stratification 13 can include in its periphery guiding means 22 which maintain said valve 13 approximately centered in the lamination duct 7, and approximately in the same longitudinal orientation as said conduit 7 and this, whatever the axial position said valve 13 with respect to said duct 7.
In FIGS. 2, 3, 6, 8 and 9, it can be seen that when the opening seat of flap 20 and the chamber-side valve seat 21 are in contact with each other, the check valve stratification 13 can form with the lamination duct 7 an ignition prechamber by torch 23 which simultaneously communicates on the one hand with the lamination cavity 6, And on the other hand, with the combustion chamber 5 via at least one orifice ejection gas 24.

18 In this particular context of the ignition prechamber valve 1 next the invention, the internal peripheral wall of the pre-ignition chamber by torch 23 can be cylindrical while the laminating valve 13 has a circular periphery and is housed at low radial clearance in said prechamber 23 so that a small radial clearance is left between said valve 13 and said wall regardless of the position of said valve 13 by report to said prechamber 23, said small clearance forming a restricted passage which brakes the passage of gases between the lamination cavity 6 and the combustion chamber 5.
FIGS. 1 to 12 show that according to a particular embodiment of the invention, antechamber 1 with the flap valve according to the invention, the laminating duct 7 can lead to protruding into the combustion chamber 5 in the form of an ejection dome protruding 25 which houses the pre-ignition chamber by torch 23 and which opens the ejection port gases 24.
It is noted that the gas ejection orifice 24 may be more or less oriented to the room 5 and exit more or less tangentially to the periphery of the ejection dome protrusion 25. In addition, the geometry of the gas ejection port 24 can vary according to that the jet of gas leaving said orifice 24 is provided rather directionally, or rather diffuse. As for example, the gas ejection orifice 24 may be cylindrical, conical, or still train a converge or a divergent.
Advantageously and as shown in FIGS. 1 to 12, the opening seat of flapper 20 can be arranged in the protruding ejection dome 25, the latter being able to to be coated an anti-friction and / or non-stick and / or refractory material known per se, or be made of the said material.
In the general sense, it is understood that when the laminating valve 13 is positioned close to the combustion chamber 5, that is to say in the neighborhood or even the stop contact valve member chamber 17 with which it cooperates, said valve 13 can discover at least a gas ejection orifice 24 which connects the cavity of stratification 6 with the combustion chamber 5.
As shown in FIGS. 9 to 12, the ignition means 11 can be constituted of a spark plug 12 which closes the first end of a tube of openwork binding 26 which passes through all or part of the internal volume of the lamination cavity 6 and whose body is radially traversed by at least one radial light 27 which relationship inside said tube 26 with said internal volume, while the second end said tube 26 receives the lamination duct 7 and the lamination valve 13, and while the central electrode 40 and the ground electrode 39 of said spark plug 12 are housed at inside the perforated connecting tube 26.
It can be seen in FIGS. 9 to 12 that the perforated connection tube 26 can make part of the candle ignition 12 which extends the base. In this case, the spark plug 12 is directly screwed into the cylinder head 3 by means of a thread on the face cylindrical outer of .. its base and / or on the outer cylindrical face of the perforated connection tube 26 who prolongs it.

19 As an alternative, the spark plug 12 can be screwed into said tube 26 however that the latter is screwed into the cylinder head 3. In all cases, a seal is realized between the cylinder head 3 on the one hand and the spark plug 12 and / or the tube of openwork binding 26 on the other hand, both at the level of said candle 12 and at the level of the conduit of stratification 7.
Figures 9 to 12 illustrate that the cavity side face 14 can expose a dome aerodynamic 29 which allows in particular to direct the flow of gas towards the orifice (s) gas ejection 24 by offering the least possible resistance to this flow and generating in said flow the less turbulence possible.
FIGS. 1 to 12 show that according to a particular embodiment of the invention, antechamber 1 of the invention, the cavity side face 14 can form an electrode of mass 39 which faces a central electrode 40 which comprises a candle ignition 12 the latter constituting the ignition means 11, an electric arc can form between said ground electrode 39 and said central electrode 40 when a current at high voltage passes from said central electrode 40 to said ground electrode 39.
FIGS. 1 to 12 further illustrate that the laminating valve 13 can to be axially thicker at its periphery which receives the valve seat side cavity 19 and the scope of flap side chamber 21, only in the center.
This feature gives said valve 13 a radial thickness that will ever since center of said valve 13 towards the periphery of the latter, so that said valve 13 either at the the lightest possible and the most shock-resistant possible, while ensuring his cooling as effectively as possible at the level of contact between litters of valve 19,21 and 18,20 seats with which cooperate said staves 19, 21.
OPERATION OF THE INVENTION:
The operation of the ignition pre-ignition chamber 1 according to the invention is comprises easily in view of Figures 1 to 12.
We see that according to the non-limiting example of application of the prechamber Ignition valve 1 according to the invention shown in FIG. 1, said prechamber 1 is implemented in one internal combustion engine 2 which has a cylinder head 3 which cap a cylinder 4 for forming with a piston 31 a combustion chamber 5 in which can be burned a main charge 30.
Note that the piston 31 is connected to a crankshaft 37 via a connecting rod 38, said piston 31 impressing said crankshaft 37 with a rotational movement when said piston 31 is driven by an alternating translational movement in the cylinder 4.
FIG. 1 also shows that the combustion chamber 5 can be communication with an intake duct 32 by an intake valve 34 while said chamber 5 can be placed in communication with an exhaust duct 33 by an exhaust valve 35.

Figures 1 to 8 will be taken here as an example to illustrate the functioning of the pre-ignition chamber valve 1 according to the invention show that said prechambre 1 is 3. These figures 1 to 8 also show that the means 11 are here constituted by a spark plug 12 known per se and whose 5 electrodes open into the lamination cavity 6. Note also in figures 1 and 2 the stratification injector 8 which can inject a pilot charge 9 into the cavity of lamination 6 via an injector outlet duct 28.
It can be seen in FIG. 1 that prior to its injection by the injector stratification 10 8, the pilot charge 9 consists of an AF fuel-fuel mixture easily flammable was pressurized by a laminating compressor 36 who trains them compression means 10. This is also a non-limiting example of realization of the ignition prechamber valve 1 according to the invention, taken here for exemple to illustrate how it works.
To illustrate the operation of the valve pre-ignition chamber 1 according to the invention, we will assume here that the volumetric ratio of the combustion engine internal 2 - out volume of the ignition pre-ignition valve 1 - is fourteen to one. For get this result, a volume swept by the piston 31 of five hundred centimeters-cube while that the volume of the firebox 5 is thirty eight point five centimètres-cube.
In addition and as a non-limiting example, the volume of the prechamber Ignition valve 1 - including the volume of the stratification duct 7 and that of the duct injector outlet 28 - here is half a cubic centimeter.
To detail the operation of the valve pre-ignition chamber 1 according to the invention, we will retain here the example of realization shown in Figures 1 to 8 on which one notes that the cavity-side valve stop 16 consists of a seat shutter valve 18 arranged in the lamination duct 7, said seat 18 cooperating with a the cavity-side valve seat 19 that the laminating valve 13 presents its periphery.
Here it was chosen that the shutter valve seat 18 and the valve seat cavity side 19 constitute a seal when in contact with each other, sealing preventing any gas from passing at the level of said contact when the pressure reigns in the combustion chamber 5 is greater than the pressure prevailing in the cavity of stratification 6.
Note also that to illustrate the operation of the prechamber Ignition valve 1 according to the invention, it has also been provided that the stop valve chamber side 17 consists a valve opening seat 20 arranged in the lamination duct 7, said seat 32 cooperating with a chamber-side valve seat 21 that has the valve of stratification 13 at its periphery. This particular configuration is well visible in figures 3 to 8.

In this particular context, it will be provided that the valve opening seat

20 and the scope valve side chamber 21 constitute a seal when they are in contact one of the other so as to prevent any gas from passing at the level of said contact.
Particularly in FIGS. 2, 3, 6 and 8, it will also be noted that when the seat valve opening 20 and the chamber-side valve seat 21 are at contact one of the other, the stratification valve 13 forms with the conduit of stratification 7 a prechamber ignition ring 23 annular form, said prechamber 23 communicating simultaneously on the one hand, with the lamination cavity 6, and on the other hand with the room 5 by means of several gas ejection orifices 24.
Note also that the inner peripheral wall of the prechamber ignition by torch 23 is cylindrical while the laminating valve 13 presents a periphery circular and is housed at low radial clearance in said prechamber 23 so that a weak game radially is left between said valve 13 and said wall regardless of the position of said valve 13 with respect to said prechamber 23, said weak clearance forming a passage Restricted that slows down any passage of gas - via said weak clearance - between the stratification cavity 6 and the chamber of combustion 5.
It is also noted in Figures 1 to 8 that the lamination duct 7 opens projecting in the combustion chamber 5 in the form of a protruding ejection dome 25 who houses the pre-ignition chamber by torch 23 and which open out the holes for ejection of gases 24 which, according to this example, are directed towards the chamber of combustion 5. It will be noted in passing that the valve opening seat 20 is arranged in the dome protruding ejection 25.
Incidentally, it is noted in Figures 1 to 8 that the cavity side face 14 of the check valve stratification 13 exposes an aerodynamic dome 29 which makes it possible direct the flow of gas to the gas ejection ports 24 by providing the least said flow resistance possible and generating in said stream the least possible turbulence.
It is also noted that the laminating valve 13 is axially thicker in his periphery than in its center. This feature allows said flapper 13 to be both the most lightweight and the most shock resistant possible, while ensuring its cooling most effectively a level of contact between its valve seats 19, 21 and the seats 18, 20 with which said staves 19, 21 cooperate.
example not limiting, the laminating valve 13 can be realized in a mechanically superalloy and thermally highly resistant.
According to the embodiment of the ignition prechamber valve 1 next the invention shown in Figures 1 to 8 and taken here as an illustration of the operation of said prechamber 1, we will consider that the diameter of the gas ejection ports 24 is twelve hundredths of a millimeter while the maximum total stroke that can go through the flap laminating 13 between the shutter valve seat 18 and the seat valve opening 20 is worth fifteen hundredths of a millimeter.

To understand the operation of the valve pre-ignition chamber 1 according to the invention, it is useful here to decompose the operation during the four times internal combustion engine 2, in connection with FIGS. 3 to 8.
Consider that the internal combustion engine 2 operates with a load main 30 substantially stoichiometric air-fuel strongly diluted by gases recirculated exhaust cooled cooled EGR. Said charge 30 is so resistant to inflammation and is not conducive to development fast of his combustion in the three-dimensional space of the combustion chamber 5.
As such, it is expected from the pilot load 9 that will be implemented by the prechamber Ignition valve 1 according to the invention must have the largest efficiency possible not only to initialize the combustion of the main charge 30, but also to developing said combustion in the shortest possible time. It is heard that these two objectives are directly served by the ignition pre-ignition valve 1 according to the invention.
According to the non-limiting example of embodiment of the ignition prechamber to valve 1 next the invention taken here to illustrate how it works, we will assume that the pilot load 9 contains one point six percent of the fuel contained in the charge principal 30, pilot charge 9 consisting of an AF fuel-fuel mixture easily flammable by means of a spark.
We will decompose here the four-stroke cycle of Otto or Beau de Rochas according to the usual sequencing.
In the intake phase, the piston 31 of the internal combustion engine 2 goes down in the cylinder 4 with which it cooperates, which has the effect of introducing into this last one charge main 30 from the intake duct 32 and via the valve admission 34 kept open.
During said phase, the pressure prevailing in the combustion chamber 5 is lower pressure in the lamination cavity.
and as the shows Figure 3, the laminating valve 13 remains plated on the seat opening of valve 20 with which it cooperates and the lamination cavity 6 is set communication with the combustion chamber 5 through the gas ejection ports 24 via the antechamber ignition by torch 23.
The piston 31 having reached its lowest dead point, the valve the valve admission 34 closes and the piston 31 begins its ascent in the cylinder 4, towards its point Death High.
In doing so, said piston 31 compresses the main load 30 and the pressure who reigns in the combustion chamber 5 becomes higher than that prevailing in the cavity of stratification 6.

The pressure difference between said chamber 5 and said cavity 6 increases all the more quickly that on the one hand, the section of the gas ejection ports 24 is weak and that on the other hand, a small radial clearance is left between the flap of lamination 13 and the wall internal of the pre-ignition chamber by torch 23, whatever the position said valve 13 with respect to said prechamber 23.
To go from the combustion chamber 5 to the lamination cavity 6, the constituent gases of the main charge 30 have virtually no other passage than that which constitute the gas ejection ports 24.
The latter leaving only a passage section limited to said gases, the difference between the pressure exerted on the face cavity side 14 and that exerted on the face room side 15 increasing, which has the effect of pressing the laminating valve 13 on the shutter seat valve member with which it cooperates. This situation is clearly illustrated in figure 4.
It will be noted that the time required for the laminating valve 13 for a share, break the contact it forms with the valve opening seat 20 with which it cooperates and other on the other hand, come into contact with the shutter valve seat 18, degrees of crankshaft rotation 37 or even one or two degrees only of said rotation, these values given only as an indication.
In doing so, the laminating valve 13 closes the lamination duct 7 and the chamber of combustion 5 no longer communicates with the lamination cavity 6. The pressure that continues to increase in the combustion chamber 5 due to the rise of piston 31 in cylinder 4 no longer has any effect on the pressure prevailing in the cavity of stratification 6, said pressure remaining stable.
A few degrees of crankshaft after the laminating valve 13 has closed the conduit 7, the stratification injector 8 starts to inject the driver load 9 in the layering cavity 6. This situation is illustrated in FIG.
gas temperature constituent of said load 9 is according to this example of the order of twenty degrees.
The flow of the injector has been calculated so that the pressure prevailing in the cavity of lamination 6 remains lower than that prevailing in the room of combustion 5 so that the laminating valve 13 never takes off from the seat shutter shutter 18 with which it cooperates via its valve seat side cavity 19.
A few degrees of crankshaft 37 before the Top Dead Center of the piston 31, the pressure prevailing in the combustion chamber 5 and to which the load is subjected main 30 reached nearly forty bar while the pressure in the cavity of stratification 6 has reached twenty bars. The stratification injector 8 stops injecting the pilot load 9 in the lamination cavity 6.
The piston 31 arriving in the vicinity of its Top Dead Center and as illustrated Figure 6, a high-voltage current is applied across the terminals of the spark plug 12.
This last ignites the pilot charge 9 contained in the lamination cavity 6.

It will be noticed that the pressure of only twenty bars reigning in said cavity 6 allowed to apply only moderate tension at the candle terminals ignition 12.
As shown in FIG. 6, the pilot charge 9 consisting of a mixture comburant-AF fuel easily flammable, the flame initiated by the candle 12 ignition propagates very quickly in the pilot charge 9 whose temperature increases just as quickly, as is the pressure in the lamination cavity 6.
When said pressure reaches for example forty-five bars - that is to say five bars of more than the pressure in the combustion chamber 5, the check valve stratification 13 has already traveled fifteen hundredths of a millimeter. In doing so, said flapper 13 took off from his contact with the shutter valve seat 18, then came to rest on the seat This situation is also shown in FIG.
During its course, the laminating valve 13 has progressively discovered the orifices ejection of gases 24, and the hot gases from the cavity of stratification 6 - who were, for example, brought to a temperature of some two thousand degrees Celsius - have started to be ejected in the form of torches by said orifices 24, via the antechamber torch 23, and at the protruding ejection dome 25.
illustrated in Figure 6 this effect provided by the pre-ignition chamber valve 1 next the invention.
As the pressure continues to rise in the lamination cavity 6, the pressure in said cavity 6 is now twenty bar higher than that prevailing in the room of 5. As a result, the hot gases have their pressure drop twenty bars during their passage through the gas ejection orifices 24 so that their temperature falls around one thousand three hundred degrees. In return, said gases find them animated with great speed that allows them to penetrate deeply in the volume of the combustion chamber 5.
In doing so, said hot gases ignite the surrounding constituent gases of charge main 30. In addition release in the form of heat fuel energy that they contain, said surrounding gases find themselves driven by a great local speed by said gases burning, said velocity materializing in the form of micro turbulence.
Folding flame front resulting from said micro turbulence promotes the development of combustion, which spreads rapidly to the entire load main 30 and in the entire volume of the combustion chamber 5.
It is noted that the efficiency of the ignition prechamber valve 1 next the invention to develop said combustion is even greater than the gas torches burning formed around the protruding ejection dome 25 ignite the charge primary 30 at multiple locations in the combustion chamber 5.
Indeed, once initialized radially from the center to the periphery from the room combustion 5, the combustion of said charge 30 develops in a second phase radially from the periphery of said chamber 5 towards the center of said bedroom 5, and tangentially between each burning gas torch coming out of the dome ejection protruding 25 via the gas ejection ports 24.

Once the combustion-fuel mixture AF constituting the pilot charge 9 full burned and largely ejected in the form of hot gas jets via the holes gas ejection 24, combustion develops in the chamber of combustion 5 and the 5 pressure prevailing in the latter quickly becomes greater than that reigning in the lamination cavity 6.
Also, as soon as this situation is reached, the chamber side face 15 of the flap stratification 13 receives a pressure greater than that which is exerted on the cavity side face 14 of the said This results from the fact that the laminating valve 13 is moves quickly on fifteen hundredths of a millimeter towards the lamination cavity 6, and comes sealingly press on the shutter valve seat 18 with which it cooperates. This situation is illustrated in Figure 7.
The combustion of the main charge 30 operating very rapidly despite the high content in EGR cooled said load 30, said combustion is completed only a few degrees of crankshaft 37 after the Top Dead Center of the piston 31. The efficiency thermodynamics of the internal combustion engine 2 will thus be able to be maximum because the relaxation has only just begun while the entire energy content in the The fuel constituting the main charge was released.
The laminating valve 13 remaining closed as illustrated in FIG.
piston 31 primer so his relaxing run and starts to turn into a great job part of the heat of the hot and burned gases from the main charge 30. The said work is transmitted to 25 .. crankshaft 37 by said piston 31 via the connecting rod 38.
In doing so, the pressure and temperature prevailing in the chamber of burning 5 drop gradually. When said pressure reaches for example sixty bars, the pressure that remains in the lamination cavity 6 becomes greater than that prevailing in the bedroom of combustion 5.
As a result of this situation, the chamber-like valve door 21 check valve lamination 13 returns to contact with the valve opening seat 20, this which is illustrated in the figure 8. The laminating valve 13 again completely uncovers the orifices ejection gas 24 and the residual flue gases of the pilot charge 9 are ejected via said orifices 24 to be relaxed by the piston 31, at the same time that is pursued the relaxation of the main charge 30.
Once the piston 31 has reached its lowest dead point, the valve 35 exhaust opens and the gases finish to relax in the exhaust pipe 33 before to be actively discharged by said piston 31 into said conduit 33 when said piston 31 goes back in the cylinder 4 towards its High Dead Point.
During the entire exhaust stroke of the piston 31, the cavity of lamination 6 can finish to expel residual hot gases from the pilot charge 9 via the orifices ejection gas 24.

This expulsion may also continue during the admission phase which mark the start of a new four-cycle cycle of Otto or Beau de Rochas according to the usual sequencing.
As we have seen throughout the explanation that has just been given, in contrary known devices according to the state of the art, the pre-ignition chamber to valve 1 according to the invention made it possible to limit the injection pressure of the pilot charge 9 at approximately twenty bars.
This relatively low pressure allowed not only to limit the consumption energy of the stratification compressor 36, but also to limit its complexity in the extent to which a single compression stage was sufficient to achieve pressure.
In addition, only one point six percent of the fuel contained in the load main 30 a sufficient to ensure a powerful ignition of said charge 30 -the order of two a hundred times more powerful than conventional spark ignition, ignition having had place in multiple places homogeneously distributed in space three-dimensional the combustion chamber 5.
The low compression pressure of the pilot load 9 on the one hand, and the low amount of fuel-combustion mixture AF contained in said load 9 on the other hand, all both competed to minimize the energy consumed by the compressor's stratification 36 to compress said pilot charge 9 This has allowed to minimize the amount of work that the compressor of stratification 36 directly or indirectly punctured on the crankshaft 37 of the engine to combustion 2, which has helped to maximize the final energy efficiency of the engine 2.
In addition, it will be noted that the time allocated to the stratification injector 8 to inject the pilot charge 9 in the lamination cavity 6 was almost equivalent to time allocated to the compression phase of the internal combustion engine 2 according to the cycle to four times from Otto or Beau de Rochas. This allowed, on the one hand, to limit the dynamic sought for said injector 8, and secondly, to limit the supply pressure of said injector 8.
This contributes in particular to reducing the cost and complexity of said injector 8 everything in him conferring greater reliability, and great durability.
During the entire duration of the injection of the pilot charge 9 into the cavity of stratification 6, it will be noted that said charge 9 has only been mixed with very little gas burned residual. The content of said burnt gases of said charge 9 before it is ignited by spark was only about one in a thousand, which is extremely low.
As a result of this, the pilot charge 9 has retained flammability maximum which, combined with a pressure of only twenty bars when the spark plug 12 put to fire said charge 9, allowed to limit the voltage to be applied across said candle 12 to obtain said firing. It results from this a lower consumption electric to power said candle 12, and increased durability thereof.

It will be noticed that during the sequence of operation illustrated in stages successive steps from Figure 3 to Figure 8, the thermal load applied to the dome protruding 25 ejection has been reduced to a bare minimum in that the gases brought to high temperature did not pass through the gas ejection ports 24 only one time, against three for any prechamber of ignition according to the state of the art, a such prechamber being devoid of stratification valve 13.
This particularity has notably made it possible to prevent said dome 25 from rising to too high temperature and does not form a hot spot likely to cause ignitions unwanted and uncommanded the main load 30 leading to the rattling and to damage or even destruction of the internal combustion engine 2. In besides, this propensity of the protruding ejection dome 25 to remain at a low temperature allows provide a high compression ratio for the internal combustion engine 2, without risk of rattling.
Thus, the ignition pre-ignition chamber 1 according to the invention makes it possible to make engines 2 spark ignition internal combustion engine operating at high EGR
cooled, what whatever the load and the rotational speed of said motors 2, and without compromise the combustion stability of these.
As a result of said high rate of EGR, the intake pressure of said engines 2 is naturally higher at partial loads than that of internal combustion 2 of the same design operating without cooled EGR. This reduces the losses by pumping caused by the adjustment of the load by the inlet pressure, setting being for example operated by means of a butterfly.
In addition, the internal combustion engines 2 receiving the ignition prechamber with clamshell 1 according to the invention have their thermal losses reduced, as well as diminished amount of nitrogen oxides per kilowatt hour produced by said engines 2.
This results from that the combustion of the main charge takes place at a temperature average more low thanks to the possibility offered by the ignition pre-chamber with clamshell 1 according to the invention introducing cooled EGR in high proportion into said load 30.
In this context allowed by the ignition prechamber valve 1 according to the invention, the compression of internal combustion engines 2 may be expected higher than the same so-called 2 operating engines without cooled EGR and this, without risk of rattling. This is favorable to the performance of said engines 2.
It should also be noted that the reduction of pumping losses and losses thermal induced by the ignition pre-ignition valve 1 according to the invention makes less necessary a significant reduction in the displacement of the internal combustion engines 2 to constant torque and iso-power by adding a supercharging, for example by turbocharger.
In fact, overfeeding may be either reduced or non-existent while retaining high energy performance vis-à-vis the state of the art.

It results from this set of features and advantages conferred by the antechamber 1 with the flap ignition according to the invention of internal combustion engines 2 to cost price moderate, low fuel consumption, low carbon dioxide emissions carbon, and whose post-treatment of pollutants is ensured by a simple catalyst three-way.
It should be noted that it is not excluded that the ignition antechamber 1 following the invention can be applied to fields other than the only motors combustion internal. Said antechamber 1 can for example be applied to nailers to gas, to firearms, or any device requiring the firing of a charge principal means a pilot load with the best efficiency possible.
The possibilities of the valve ignition pre-chamber 1 according to the invention limit themselves applications that have just been described and it must also be heard that the The foregoing description has been given by way of example only and by no means limit the domain of said invention which would not be released by replacing the details execution described by any other equivalent.

Claims (16)

29 1. Ignition valve pre-chamber (1) for internal combustion engine (2) which comprises a cylinder head (3) which cap a cylinder (4) to form a chamber combustion (5) in which a main charge (30) can be burned, characterized in that it comprises:
.cndot. At least one lamination cavity (6) which on the one hand is arranged in the cylinder head (3) and is connected to the combustion chamber (5) by a conduit of stratification (7) and on the other hand receives a stratification injector (8) who can directly or indirectly injecting into said cavity (6) a pilot load (9) previously pressurized by compression means (10), said charge (9) consisting of an AF fuel-fuel mixture easily flammable by means of a spark;
.cndot. Ignition means (11) which open into the cavity of stratification (6) and which can ignite the pilot charge (9);
.cndot. A laminating valve (13) which can seal in whole or in part the conduit of laminating (7) and exposing on the one hand, a cavity-side face (14) subjected to the pressure of the gases in the lamination cavity (6) and, on the other hand, a face chamber side (15) subjected to the pressure of the gases prevailing in the chamber of combustion (11), said laminating valve (13) being able to translate by report said duct (7) under the effect of the gas pressure either towards the cavity of stratification (6) when said pressure in the latter is lower than the pressure prevailing in the combustion chamber (5), either in the direction of said chamber (5) when the pressure in the latter is less than the pressure prevailing in lamination cavity (6);
.cndot. At least one cavity-side check stopper (16) which determines the position of the flap laminating material (13) closest to the lamination cavity (6);
.cndot. At least one chamber-side valve stop (17) which determines the position of the flap laminating material (13) closest to the combustion chamber (5). 2. Valve ignition chamber according to Claim 1, characterized in that that the laminating valve (13) closes all or part of the stratification (7) when is closest to the lamination cavity (6) while opening said leads (7) on a wider section when positioned closest to the room of combustion (5). 3. Valve ignition chamber according to Claim 1, characterized in that what the cavity-side check stop (16) consists of a filling seat of flapper (18) arranged in the lamination duct (7) or any of the ends of said conduit (7), said seat (18) cooperating with a cavity-side valve seat (19) that presents the stratification valve (13) at its periphery and / or in its end. 4. Valve ignition chamber according to Claim 3, characterized in that that the valve shutter seat (18) and cavity-side valve seat (19) constitute a sealing when in contact with each other, said sealing preventing everything gas to pass at the level of said contact when the pressure prevailing in the bedroom of combustion (5) is greater than the pressure prevailing in the cavity of stratification (6). Valve ignition chamber according to Claim 1, characterized in that what the Chamber-side valve stop (17) consists of an opening seat of flapper (20) arranged in the lamination duct (7) or any of the ends of said conduit (7), said seat (32) cooperating with a chamber-side valve seat (21) that presents the stratification valve (13) at its periphery and / or in its end. Valve ignition chamber according to Claim 5, characterized in that that the valve opening seat (20) and chamber side valve seat (21) up a seal when they are in contact with each other so as to prevent all gas to go to the level of said contact. Valve ignition chamber according to Claim 1, characterized in that that the laminating valve (13) has guiding means at its periphery (22) who maintain said valve (13) approximately centered in the conduit of stratification (7), and approximately in the same longitudinal orientation as said led (7) and this, regardless of the axial position of said valve (13) relative audit conducted (7). Valve ignition chamber according to Claim 5, characterized in that what when the flap opening seat (20) and the side flap seat room (21) are in contact with each other, the laminating valve (13) forms with the leads from stratification (7) an ignition prechamber (23) which communicates simultaneously on the one hand, with the lamination cavity (6), and on the other part, with the combustion chamber (5) via at least one ejection port gases (24). Valve ignition chamber according to Claim 8, characterized in that what the internal peripheral wall of the pre-ignition chamber by torch (23) is cylindrical while the laminating valve (13) has a circular periphery and is housed at low radial clearance in said prechamber (23). Valve ignition chamber according to Claim 8, characterized in that that the laminating duct (7) protrudes into the chamber of combustion (5) under the shape of a protruding ejection dome (25) which houses the prechamber ignition by torch (23) and which opens the gas ejection port (24). Ignition ignition chamber according to Claim 10, characterized in that the valve opening seat (20) is arranged in the ejection dome protuberant (25). Valve ignition chamber according to Claim 1, characterized in that what when the laminating valve (13) is positioned close to the chamber of combustion (5) that is to say in the vicinity or even in contact with the stop of flapper side chamber (17) with which it cooperates, said valve (13) discovers at least one orifice for ejecting gases (24) which relates the lamination cavity (6) with the room of combustion (5). 13. Valve ignition chamber according to Claim 1, characterized in that what the ignition means (11) consist of a spark plug (12) which closes the first end of a perforated connecting tube (26) which traverses all or part of the volume internal cavity lamination (6) and whose body is radially crossed by at minus a radial lumen (27) which connects the inside of said tube (26) with said internal volume, while the second end of said tube (26) receives the leads from stratification (7) and the stratification valve (13), and that the central electrode (40) and the ground electrode (39) of said spark plug (12) are housed at the inside of the tube perforated link (26). Valve ignition chamber according to Claim 1, characterized in that what the cavity side face (14) exposes an aerodynamic dome (29). Valve ignition chamber according to Claim 1, characterized in that what the cavity-side face (14) forms a ground electrode (39) which faces a electrode central (40) that comprises a spark plug (12) the latter constituting ignition means (11). 16. Valve ignition chamber according to claims 3 and 5, characterized in that that the laminating valve (13) is axially thicker in its periphery which receives the cavity-side valve seat (19) and the side valve seat room (21), which its center.