CN1802492A - Method for operating a direct-injection diesel engine - Google Patents
Method for operating a direct-injection diesel engine Download PDFInfo
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- CN1802492A CN1802492A CNA2003801067719A CN200380106771A CN1802492A CN 1802492 A CN1802492 A CN 1802492A CN A2003801067719 A CNA2003801067719 A CN A2003801067719A CN 200380106771 A CN200380106771 A CN 200380106771A CN 1802492 A CN1802492 A CN 1802492A
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- piston
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- bowl combustion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0678—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets
- F02B23/0693—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets the combustion space consisting of step-wise widened multiple zones of different depth
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
- F02B23/0621—Squish flow
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0645—Details related to the fuel injector or the fuel spray
- F02B23/0648—Means or methods to improve the spray dispersion, evaporation or ignition
- F02B23/0651—Means or methods to improve the spray dispersion, evaporation or ignition the fuel spray impinging on reflecting surfaces or being specially guided throughout the combustion space
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0672—Omega-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder center axis
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
- F02M26/24—Layout, e.g. schematics with two or more coolers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/34—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with compressors, turbines or the like in the recirculation passage
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
- F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/38—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with two or more EGR valves disposed in parallel
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
The invention relates to a method for operating a direct-injection diesel engine that comprises at least one piston, reciprocating in a cylinder, whereby the internal combustion engine is operated in such a manner that the fuel is substantially combusted at a local temperature below the Nox formation temperature and at a local air ratio above the soot formation limit. Fuel injection is started in a crank angle range of between 2 DEG before the upper dead center and up to approximately 10 DEG after the upper dead center of the compression phase and exhaust gas is returned, the exhaust gas return rate amounting to approximately 20 % to 40 %. The aim of the invention is to achieve particularly low nitrogen oxide and soot emissions. For this purpose, at least one piston (27) is provided with a squish area (34) and a toroid piston recess (28) and a necking (29) in the transition area between the squish area (34) and the piston recess (28). When the piston (27) moves upward a squish flow is produced which flows from the outside to the inside of the piston recess (28) and a turbulent swirl (43, 43a) within the piston recess (28) is initiated. At least the major portion of the fuel is injected into the toroid piston recess (28) and is transported along the piston recess wall (31) and/or the piston head (32) while at least partially evaporating.
Description
Technical field
The present invention relates to a kind of method that is used to move the direct injection diesel engine, have the piston that at least one moves back and forth in cylinder, wherein, internal-combustion engine moves like this, fuel oil is burnt under the local temperature that is lower than the NOx-formation temperature and with the local air ratio that is higher than the carbon black formation limit basically, wherein, beginning and reclaim waste gas in the scope before the top dead center of fuel injection the most about 10 ° of crank angles after the top dead center of compression stage between 2 ° of crank angles, wherein, the waste gas recovery rate is about 20%-40%.In addition, the invention still further relates to a kind of a kind of internal-combustion engine that is used to implement this method.
Background technique
Adopting the topmost parameter of combustion process in the internally fired internal-combustion engine is the phase place of combustion process or burning beginning, the maximal velocity and the surge pressure of cylinder pressure.
In the internal-combustion engine that burns by the self ignition of direct injection amount of fuel basically, these parameter keys are by injection duration point, aerated ingredients and ignition lag regulation.These parameters determine from their aspects by a large amount of influence values, for example as the waste gas content and the part temperature of rotating speed, amount of fuel, intake temperature, boost pressure, effective compression ratio, cylinder charge.
The effect of strict legal framework condition is when the designed combustion method, must constantly open up new approach, with the effluent of carbon black pellet on the minimizing diesel engine and NOx-discharging.
U.S. Pat 6.158.413A has introduced a kind of diesel engine of direct injection, and wherein, fuel injection is not to begin before the top dead center of compression, and reclaims the oxygen concentration that reduces in the firing chamber by waste gas.This operation method is also referred to as HPLI-method (Highly Premixed Late Injection) here.Because it is-the temperature levels comparing with the conventional oil spout before the top dead center-descend after the top dead center and improved the amount of the waste gas that reclaims, long during the diesel combustion of ignition lag ratio routine than conventional operation scheme.The effect of the low temperature level by waste gas recovery rate control is, combustion temperature remained on as far as possible NOx-is formed below the crucial numerical value.Form by influenced by the retarded injection time point to strengthen ignition lag to reach a kind of good mixing gas, when mixture combustion, obviously reduced local anoxic thus, reduced particle formation thus.The ignition lag skew of combustion process has reduced maximum temperature, but causes having improved the mean temperature in the crank angle that occurs later simultaneously, has increased the carbon black burning like this.In addition, with the acting in conjunction of the high waste gas recovery rate under, although owing to prolong ignition lag and strengthened premixed amount of fuel and therefore improved the maximum combustion rate, retarded by combustion still causes being no more than in the cylinder rate of pressure rise of permissible degree in the expansion stroke.
In addition, the piston of known diesel engine adopts the piston bowl combustion chamber formation of annular basically.In this regard, be provided with one in the transition zone between piston end surface and piston bowl combustion chamber and shrink the position, constitute one be rather narrow pass through the transverse section.Provide a kind of high mixed gas to form energy by narrow conveying transverse section, thus treating oil-fuel be improved significantly.The piston that has this annular piston bowl combustion chamber, basic is known by publication EP 0 383 001A1, DE 1 122 325AS, AT 380 311 B, DE21 36 594 A1, DE 974 449 C or JP 60-206960A.In the internal-combustion engine of conventional operation, utilize this piston that the roadability of internal-combustion engine is produced following effect with advantage: the full load that can improve the flue gas restriction; Can realize high compression, therefrom produce the more favourable starting characteristic of lower combustion noise, lower hydrocarbon emission, motor and improve the efficient of internal-combustion engine by littler ignition lag; The possibility of Chan Shenging is to lean on firing time the back to delay on direction in addition, forms energy by mixed gas and keep the high-level this fact on the longer time interval, does not have tangible flue gas, consumption and HC to rise.This possibility means it mainly is to have reduced nitrogen oxide, combustion noise and peak cylinder pressure.
In addition, the known a kind of piston that has piston bowl combustion chamber and contraction position of publication DE 11 22 325 C1 wherein, has a moulding between compressive plane and contraction position.
In internal-combustion engine according to the work of HPLI-method, do not use this piston pattern that has dark contraction piston bowl combustion chamber up to now, because it is believed that up to now, because dark piston bowl combustion chamber and very strong extrusion flow starting capability and thermodynamic (al) efficient can become poor.Therefore U.S. Pat 6.158.413A proposes at first to suppress extrusion flow, wherein, uses the piston that has very flat piston bowl combustion chamber.
Summary of the invention
Task of the present invention is, the HPLI-method that is used for operation of combustion engine is improved like this, makes it can further reduce the discharging of nitrogen oxide and carbon black on the one hand, and can reach expansion on the other hand can be in HPLI-load range of travelling in service.
Be achieved thus according to this task of the present invention, at least one piston promptly is provided, have at least one compressive plane and an annular piston bowl combustion chamber and the contraction position in the transition zone between compressive plane and piston bowl combustion chamber; When piston moves upward, produce a kind of main flow that faces toward the extrusion flow of piston bowl combustion chamber from outside to inside and form a kind of eddy current in the inside of piston bowl combustion chamber; Fuel oil at least mainly sprays in the annular piston bowl combustion chamber, and is carrying to the small part vaporization at the bottom of piston bowl combustion chamber sidewall and/or piston.Whether mobile in the piston bowl combustion chamber depends on to exist and has eddy current or non-vortex inlet stream.
Therefore in foundation a kind of embodiment of the present invention, in cylinder, produce the inlet stream that has eddy current of a kind of swirl number per min 〉=1, and fuel oil is being carried to the bowl combustion chamber center at the bottom of piston to direction at the bottom of the piston and continuation to the small part vaporization along piston bowl combustion chamber sidewall by extrusion flow.Eddy current remains on the inside of piston bowl combustion chamber during compression stage.
Then opposite in another embodiment, in cylinder, produce the non-vortex inlet stream of a kind of swirl number per min＜1, and fuel oil by extrusion flow to small part vaporization from the bowl combustion chamber center, at the bottom of the piston to piston bowl combustion chamber sidewall and continue to carry to shrinking the position.
Situation makes us showing uncannily that by the piston bowl combustion chamber is installed, starting capability does not have obvious variation on the internal-combustion engine by the work of HPLI-method.The loss of the thermodynamic (al) efficient that extrusion flow causes can obviously be offset the consequence of high-eddy by improved mixed gas processing in the piston bowl combustion chamber.
Petrol-air mixture both in the piston bowl combustion chamber, also burnt in the gap between piston face and cylinder head.
In the HPLI-method, the major component in oil spout stage is in after the top dead center of compression.Because-the temperature levels comparing with the conventional oil spout before the top dead center-descend after the top dead center and than conventional operation scheme improve 20% and 40% between the amount of the waste gas that reclaims, ignition lag is longer here.When needing, ignition lag also can adopt other means for prolonging, as reduction effective compression ratio and/or intake temperature, and for shortening the nozzle opening transverse section that injection duration can improve injection pressure and/or enlarge oil nozzle.Injection duration designs like this, and end of injection is in before the burning beginning.The carbon black discharging can be remained on the low-down level in this case.This point can obtain explanation thus, promptly avoid in this regard in fuel jet, in the flame that surrounds beam with conventional scheme, occurring liquid fuel simultaneously on the other hand on the one hand, also can stop thus and cause carbon black to form near the oxidation reaction that under the lack of air situation, beam, produces at ordinary times.For the HPLI-burning method, injection pressure needs 500bar at least.The advantage of this method is low-down NOx-and particulate emission and reaches quite high exhaust gas temperature, its other advantages be particle-waste gas again treatment device utilize the aspect again.This internal-combustion engine adopts the non local air ratio operation of about 1.0-2.0.
What have advantage in addition is that the compression ratio of geometrical shape can change.The compression ratio of geometrical shape can change in the scope between 14 and 18 in this regard.High compression ratio is an advantage for cold-start phase.Reduce the compression ratio during load increases, improved accessible maximum load and reduced the carbon black discharging that causes owing to the prolongation ignition lag.
In this regard, the shut-in time point by at least one suction valve changes effective compression ratio.By postponing inlet close or can reducing effective compression ratio, can reduce that thus low NOx is led and carbon black discharges the desired waste gas recovery rate by close suction port very early.In this regard, both can postpone the time point of INO, also can postpone the time point of IC Intake Valve Closes, perhaps only postpone the time point that suction valve cuts out.
Be suitable for a kind of internal-combustion engine for implementing this method, have the injection apparatus that at least one is used for direct fuel injection, a waste gas recovering device and at least one piston that moves back and forth in cylinder, this piston has the compressive plane of a distinctness and the piston bowl combustion chamber of an annular.In this regard, the contraction position that has a circle in the transition zone of piston between compressive plane and piston bowl combustion chamber.Produce a kind of extrusion flow of distinctness on the one hand thus, and reach liquid stream on the other hand with in the quite high velocity flow engagement shape firing chamber.Eddy current horizontal plane quite high in the piston bowl combustion chamber advantageously influences abundant combustion position, can obviously reduce HC-and CO-discharging thus.Particularly advantageous is that the piston bowl combustion chamber is determined size like this, makes it be suitable for maximum bowl combustion chamber diameter D
BWith the ratio of piston diameter D be: 0.5＜D
B/ D＜0.7, and the definite like this size of piston bowl combustion chamber make it be suitable for maximum bowl combustion chamber depth H
BWith the ratio of piston diameter D be: 0.12＜H
B/ D＜0.22.Free fuel jet length can be remained on the big as far as possible degree thus.For constituting distinct extrusion flow, preferably the piston bowl combustion chamber is determined size like this, makes it be suitable for the diameter D that shrinks the position
TWith maximum bowl combustion chamber diameter D
BRatio be: 0.7＜D
T/ D
B＜0.95.
Between compressive plane and contraction position, an annular moulding is set, has smooth bottom and columniform wall as air inlet area.Preferably this moulding has the degree of depth between the maximum bowl combustion chamber degree of depth 5% and 15%, and this moulding has to the columniform wall of small part, and this moulding has in the zone of wall greater than the diameter that shrinks between the diameter 10%-20% of position.Reduce the radially rate of outflow when the descent of piston by this moulding from the piston bowl combustion chamber.Fuel meat is not along piston end surface thus, but axially is being transported to cylinder head.
Description of drawings
The present invention is described in detail by accompanying drawing below.Wherein:
Fig. 1 illustrates the internal-combustion engine that is used for implementation basis the inventive method;
Fig. 2 illustrates the longitudinal section of this cylinder of internal-combustion engine.
Embodiment
Fig. 1 illustrates the internal-combustion engine 1 with inlet collector 2 and exhaust collector 3.Internal-combustion engine 1 is by exhaust-gas turbocharger 4 superchargings, and the latter has exhaust-driven turbine 5 and passes through turbine 5 compressor driven 6.Along compressor 6 adverse currents a charger-air cooler 7 is set on the air inlet side.
In addition, high pressure exhaust gas reclaiming system 8 has first exhaust gas recycling tube 9 between waste gas circuit 10 and suction tude 11.Gas recovery system 8 has waste gas and reclaims cooler 12 and waste gas recovery valve 13.Depend on the pressure reduction between exhaust lay out 10 and the suction tude 11, can also have a waste gas pump 14 in first exhaust gas recycling tube 9, so that the control or the raising waste gas recovery rate.
Except this high pressure exhaust gas reclaiming system 8, also has one along turbine 5 following currents with along the low pressure exhaust gas reclaiming system 15 of compressor 6 adverse currents, wherein, in flue gas leading 16, feed in the suction tude 19 along following current branch second exhaust gas recycling tube 18 of micronic dust filter cleaner 17 and along the adverse current of compressor 6.In addition, a waste gas is set and reclaims cooler 20 and a waste gas recovery valve 21 in second exhaust gas recycling tube 18.For the following current along branch line in flue gas leading 16 of the control waste gas recovery rate is provided with an exhaust gas valve 22.
Adverse current along first exhaust gas recycling tube, 9 branch lines is provided with an oxidation catalyzer 23 in waste gas circuit 10, remove the volatile fraction of HC, CO and particulate emission.Side effect is meanwhile to improve exhaust gas temperature and therefore additional energy transport is arrived turbine 5.In this regard, in principle also can be with the following current setting of oxidation catalyzer 23 along exhaust gas recycling tube 9 branches.Employing shown in Figure 1 is that gaseous effluent 12 is subjected to littler pollution along the advantage that oxidation catalyzer 23 following current branch line settings have, but shortcoming is to need waste gas recovery cooler 12 to have higher cooling capacity because exhaust gas temperature raises.
Each cylinder 24 of internal-combustion engine 1 have at least one with direct diesel injection to the firing chamber injection valve 25 in 26, its fuel injection beginning can change in the scope between about 2 ° of crank angles before the top dead center of the maximum 10 ° of crank angles of atdc of compression stage.Injection pressure be in this regard 500 and 2500bar between.
The piston 27 that moves around in cylinder 24 has a rotational symmetric basically annular piston bowl combustion chamber 28, is designed to the contraction position 29 in a suspension wall district 30.44 marks are adopted at the bowl combustion chamber center of employing 32 and projection at the bottom of the sidewall employing 31 of piston bowl combustion chamber 28, the piston.
On piston end surface 33, the outside of shrinking position 29 is designed to a compressive plane 34.The oil spout geometrical shape of the geometrical shape of piston 27, injection duration point and injection valve 25 is definite like this, and the axis 35 that makes the oil spout beam is facing to a zone 36 around contraction position 29 between sidewall 31 and the compressive plane 34.This shock zone 36 comprises and hangs wall district 30, shrinks position 29 itself and the moulding 37a by an annular at compressive plane 34 with shrink the air inlet area 37 that constitutes between the position 29.Moulding 37a has a smooth bottom 37b and a columniform wall 37c, and wherein, knuckle radius r is designed to about 1mm and piston bowl combustion chamber depth H
B50% between.The degree of depth h of moulding 37a is about maximum bowl combustion chamber depth H
B5%-15%.The diameter D of moulding 37a
1Greater than shrinking position 29 diameter D
T10%-20%.
By moulding 37a, when moving downward, obviously reduced in piston 27 the radially rate of outflow, the fuel oil part that has significantly reduced thus on piston end surface 33 and continued to carry to cylinder wall.Have only a small amount of combustion residue to enter in the engine oil thus.
In Fig. 2, reference numeral 43 expression has the extrusion flow in the inlet stream of eddy current, and reference numeral 43a then represents the extrusion flow in the non-vortex inlet stream.
This internal-combustion engine moves according to so-called HPLI-method (Highly Premixed Late Injection).In this regard, the major component in oil spout stage is in after the top dead center.This internal-combustion engine is with the operation of the waste gas recovery rate of 20-40%, wherein, and in the scope before the top dead center that is initially located in the most about 10 ° of crank angles after the compression stage top dead center of oil spout between 2 ° of crank angles.By separating fully of end of injection and burning beginning, reach the part homogenization of mixed gas and pre-mixing combustion.Since the amount of the waste gas that reclaims of comparing the temperature levels of decline with the conventional oil spout before the top dead center and improving than conventional operation scheme, the ignition lag prolongation.Also can adopt other means for prolonging ignition lag, as reduction effective compression ratio and/or intake temperature, and for shortening the nozzle opening transverse section that injection duration can improve injection pressure and/or enlarge oil nozzle.For end of injection is in before the burning beginning, require to shorten injection duration.The carbon black discharging can be remained on the low-down level in this case.This point can obtain explanation thus, promptly avoid in this regard in fuel jet and in the flame that surrounds beam with conventional scheme, occurring liquid fuel simultaneously, also can stop thus and cause carbon black to form near the oxidation reaction that under the lack of air situation, beam, produces at ordinary times.The lag position of injection time point and quite long ignition lag, cause jointly whole combustion process after move, also make cylinder pressure distribution backward delay thus, and cause the maximum temperature that produces low NOx-discharging to descend.
The ignition lag skew of combustion process has reduced maximum temperature, but causes having improved the temperature in the crank angle that occurs later simultaneously, has increased the carbon black burning like this.
In addition, with the acting in conjunction of the high waste gas recovery rate under, although owing to prolong ignition lag and strengthened premixed amount of fuel and therefore improved the maximum combustion rate, retarded by combustion still causes being no more than in the cylinder rate of pressure rise of permissible degree in the expansion stroke.Cause the maximum high combustion rate of high degree of constant volume can partly compensate owing to move the loss in efficiency that causes after the combustion process.For obtaining high efficiency, the burning emphasis should as close as possible top dead center TDC.
The advantage of employed HPLI-method is, can form low-down NOx-and particulate emission and reach high exhaust gas temperature, and this is used to say so again and has advantage the micronic dust filter cleaner.Partial combustion temperature sub-fraction can be higher than low NOx-formation temperature.Local air ratio major part in this regard is higher than the carbon black formation limit.In the HPLI-method, though when beginning, combustion process forms carbon black owing to high pressure fuel injector causes strong eddy current, and oxidized when combustion process closes to an end by the high temperature carbon black, form very low carbon black discharging thus on the whole.Can or only by outside waste gas recovering device or the combination by outside and inner waste gas recovering device by variable valve control, obtain the high waste gas recovery rate.For when mixed gas forms, reaching a kind of high-eddy, have the intake duct that advantageously produces eddy current and be used for producing the highest about 5 high-eddy numbers.
Piston bowl combustion chamber 28 has a sizable maximum dimension D
B, wherein, D
BBe in the scope of 0.5-0.7 with the ratio of D.The maximum piston depth H
BRatio with piston diameter D is between 0.12 and 0.22 with favourable scheme.Can produce a kind of free beam length of length thus, it forms mixed gas has advantage.For constituting a kind of strong extrusion flow 43, shrink the diameter D at position 29
TWith maximum piston diameter D
BRatio be between the 0.7-0.95.Reach the high intake velocity that enters in the piston bowl combustion chamber 28 thus, this helps the homogenization of petrol-air mixture.
The geometrical shape of oil spout beam axis 35 and the geometrical shape of piston bowl combustion chamber 28 can be optimized on the full load degree the diesel engine of routine.
Claims (16)
1. be used to move the method for direct injection diesel engine, have the piston (27) that at least one moves back and forth in cylinder (24), wherein, internal-combustion engine moves like this, fuel oil is burnt under the local temperature that is lower than the NOx-formation temperature and with the excess air ratio that is higher than the carbon black formation limit basically, wherein, beginning and reclaim waste gas in the scope before the top dead center of fuel injection the most about 10 ° of crank angles after the top dead center of compression stage between 2 ° of crank angles, wherein, the waste gas recovery rate is about 20%-40%, it is characterized in that, at least one piston (27) is provided, has at least one compressive plane (34) and an annular piston bowl combustion chamber (28) and one and be in the contraction position (29) in the transition zone between compressive plane (34) and the piston bowl combustion chamber (28); At piston (27) when moving upward, produce a kind of from outside to inside facing to the extrusion flow (43) of piston bowl combustion chamber (28) and form a kind of main flow (43,43a) of eddy current in the inside of piston bowl combustion chamber (28); Fuel oil at least mainly sprays in annular piston bowl combustion chamber (28), and is carrying to the small part vaporization (32) at the bottom of piston bowl combustion chamber sidewall (31) and/or the piston.
2. by the described method of claim 1, it is characterized in that, in cylinder (24), produce the inlet stream that has eddy current of a kind of swirl number per min 〉=1, and the main flow (43) of fuel oil by eddy current along piston bowl combustion chamber sidewall (31) to the small part vaporization to (32) direction at the bottom of the piston and continue at the bottom of the piston (32) and carry to bowl combustion chamber center (44).
3. by the described method of claim 1, it is characterized in that, in cylinder (24), produce the non-vortex inlet stream of a kind of swirl number per min＜1, and the main flow (43a) of fuel oil by eddy current to the small part vaporization from bowl combustion chamber center (44), (32) are to piston bowl combustion chamber sidewall (31) and continue to carry to shrinking position (29) at the bottom of the piston.
4. by claim 1-3 one described method, it is characterized in that, fuel oil is sprayed to the contraction position (29) of piston (27) direction, wherein, the corresponding point (38) of the beam axis (35) of at least one fuel jet of most of amount of fuel is in the zone (36) between bowl combustion chamber sidewall (31) and the compressive plane (34) during fuel injection beginning, and this zone comprises the air inlet area (37) that hangs between wall district (30), contraction position (29) and compressive plane and contraction position (29).
5. by the described method of one of claim 1-4, it is characterized in that, carry out during the injection pressure of fuel injection between 500-2500bar.
6. by one of claim 1-5 described method, it is characterized in that non local air ratio is adjusted between 1.0 and 2.0.
7. by one of claim 1-6 described method, it is characterized in that waste gas is recovered in the outside and/or carry out inside.
8. direct injection diesel engine, be used for implementing by the described method of one of claim 1-7, utilize this method to begin to adjust in the scope between about 2 ° of crank turnings before the top dead center of the most about 10 ° of crank angles after the compression stage top dead center to fuel-injected, and have a waste gas recovery rate and be in gas recovery system between 20% and 40%, have the piston (27) that at least one moves back and forth in cylinder (24), it is characterized in that, piston (27) has at least one compressive plane (34) and an annular piston bowl combustion chamber (28) that has contraction position (29) on its end face (33), basically concavity curved sidewall (31) and bottom (32), and the suspension wall district (30) between a sidewall (31) and the contraction position, wherein, at least one beam axis (35) of fueling injection equipment (25) fuel jet of most of amount of fuel is facing to the zone (36) between sidewall (31) and the compressive plane (34), and this shock zone (36) comprises suspension wall district (30), shrink the air inlet area (37) between position (29) and compressive plane (34) and the contraction position (29).
9. by the described internal-combustion engine of claim 8, it is characterized in that piston bowl combustion chamber (28) is determined size like this, make it be suitable for maximum bowl combustion chamber diameter (D
B) with the ratio of piston diameter (D) be: 0.5＜D
B/ D＜0.7.
10. by claim 8 or 9 described internal-combustion engines, it is characterized in that piston bowl combustion chamber (28) is determined size like this, make it be suitable for the maximum bowl combustion chamber degree of depth (H
B) with the ratio of piston diameter (D) be: 0.12＜H
B/ D＜0.22.
11., it is characterized in that piston bowl combustion chamber (28) is determined size like this by one of claim 8-10 described internal-combustion engine, make it be suitable for the diameter (D that shrinks position (29)
T) and maximum bowl combustion chamber diameter (D
B) ratio be: 0.7＜D
T/ D
B＜0.95.。
12., it is characterized in that air inlet area (37) is at compressive plane (34) and shrink the moulding (37a) that has an annular between the position (29) by one of claim 8-11 described internal-combustion engine.
13., it is characterized in that moulding (37a) has the flat bottom (37b) of leading to piston bowl combustion chamber (28) by one of claim 8-12 described internal-combustion engine.
14., it is characterized in that moulding (37a) has the maximum bowl combustion chamber degree of depth (H by one of claim 8-13 described internal-combustion engine
B) the degree of depth (h) between 5% and 15%.
15., it is characterized in that moulding (37a) has one to the columniform wall of small part (37c) by one of claim 8-14 described internal-combustion engine.
16., it is characterized in that moulding (37a) has greater than shrinking position (29) diameter (D by one of claim 8-15 described internal-combustion engine in the zone of wall (37c)
T) diameter (D between the 10%-20%
1).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT0085902U AT7203U1 (en) | 2002-12-19 | 2002-12-19 | METHOD FOR OPERATING A DIRECTLY INJECTING DIESEL INTERNAL COMBUSTION ENGINE |
| ATGM859/2002 | 2002-12-19 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1802492A true CN1802492A (en) | 2006-07-12 |
| CN100465416C CN100465416C (en) | 2009-03-04 |
Family
ID=32660420
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB2003801067719A Expired - Fee Related CN100465416C (en) | 2002-12-19 | 2003-12-18 | Method for operating a direct-injection diesel engine |
Country Status (5)
| Country | Link |
|---|---|
| CN (1) | CN100465416C (en) |
| AT (1) | AT7203U1 (en) |
| AU (1) | AU2003287753A1 (en) |
| DE (1) | DE10393904A5 (en) |
| WO (1) | WO2004057168A1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102770660A (en) * | 2009-12-17 | 2012-11-07 | Avl列表有限责任公司 | System and method for measuring injection processes |
| CN103477064A (en) * | 2011-04-19 | 2013-12-25 | 戴姆勒股份公司 | Internal combustion engine |
| KR20140036454A (en) * | 2012-09-14 | 2014-03-26 | 두산인프라코어 주식회사 | Combustion chamber of direct injection diesel engine for reducing the nox |
| CN115324767A (en) * | 2022-10-13 | 2022-11-11 | 潍柴动力股份有限公司 | Piston combustion chamber and design method thereof, piston and engine |
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| DE102004061028B4 (en) * | 2004-12-18 | 2014-10-23 | Pierburg Gmbh | Exhaust gas recirculation system |
| US7597084B2 (en) * | 2005-03-09 | 2009-10-06 | Caterpillar Inc. | Internal combustion engine and operating method therefor |
| KR101040344B1 (en) * | 2008-09-12 | 2011-06-10 | 서울대학교산학협력단 | Combustion system for vehicle |
| DE102011119215B4 (en) * | 2011-11-23 | 2021-07-22 | Daimler Ag | Combustion process and internal combustion engine |
| CN106460635B (en) * | 2014-05-22 | 2018-12-28 | 日产自动车株式会社 | The combustion chamber structure of diesel engine |
| WO2020200448A1 (en) * | 2019-04-04 | 2020-10-08 | Volvo Truck Corporation | An internal combustion engine system and a method of operating an internal combustion system |
| EP3981979A1 (en) | 2020-10-07 | 2022-04-13 | Volvo Truck Corporation | An internal combustion engine system |
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| DE2136594A1 (en) | 1970-07-30 | 1972-02-03 | Mondial Piston Dott GaIh Ercole & C s p a , Turm (Italien) | Piston with an insert made of a metal alloy based on copper and surrounding the mouth of the combustion chamber |
| AT380311B (en) | 1983-08-04 | 1986-05-12 | Avl Verbrennungskraft Messtech | PISTON FOR DIESEL ENGINES WITH DIRECT FUEL INJECTION |
| JPS60206960A (en) | 1984-03-31 | 1985-10-18 | Honda Motor Co Ltd | Piston for internal-combustion engine |
| AT399912B (en) | 1989-02-15 | 1995-08-25 | Avl Verbrennungskraft Messtech | AIR COMPRESSING, VALVE CONTROLLED INTERNAL COMBUSTION ENGINE |
| JP3339197B2 (en) * | 1994-09-19 | 2002-10-28 | 日産自動車株式会社 | diesel engine |
| JPH10288131A (en) * | 1997-04-11 | 1998-10-27 | Yanmar Diesel Engine Co Ltd | Injection nozzle of diesel engine |
| JP2000008929A (en) * | 1998-06-19 | 2000-01-11 | Mitsubishi Heavy Ind Ltd | Premix forced ignition combustion method for diesel engine |
| JP2000274286A (en) | 1999-03-19 | 2000-10-03 | Nissan Motor Co Ltd | Direct injection type diesel engine |
| DE19916485C2 (en) * | 1999-04-13 | 2001-10-31 | Daimler Chrysler Ag | Method for operating a reciprocating piston internal combustion engine |
| AU2001261229A1 (en) * | 2000-05-08 | 2001-11-20 | Cummins, Inc. | Premixed charge compression ignition engine with variable speed soc control and method of operation |
| EP1217186B1 (en) * | 2000-12-20 | 2015-07-29 | Institut Français du Pétrole | Direct injection engine with small spray angle and methods of using such an engine |
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-
2002
- 2002-12-19 AT AT0085902U patent/AT7203U1/en not_active IP Right Cessation
-
2003
- 2003-12-18 WO PCT/AT2003/000373 patent/WO2004057168A1/en active Application Filing
- 2003-12-18 CN CNB2003801067719A patent/CN100465416C/en not_active Expired - Fee Related
- 2003-12-18 DE DE10393904A patent/DE10393904A5/en not_active Ceased
- 2003-12-18 AU AU2003287753A patent/AU2003287753A1/en not_active Abandoned
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102770660A (en) * | 2009-12-17 | 2012-11-07 | Avl列表有限责任公司 | System and method for measuring injection processes |
| CN102770660B (en) * | 2009-12-17 | 2015-04-08 | Avl列表有限责任公司 | System and method for measuring injection processes |
| CN103477064A (en) * | 2011-04-19 | 2013-12-25 | 戴姆勒股份公司 | Internal combustion engine |
| US9429065B2 (en) | 2011-04-19 | 2016-08-30 | Daimler Ag | Internal combustion engine |
| KR20140036454A (en) * | 2012-09-14 | 2014-03-26 | 두산인프라코어 주식회사 | Combustion chamber of direct injection diesel engine for reducing the nox |
| CN103670661A (en) * | 2012-09-14 | 2014-03-26 | 斗山英维高株式会社 | Combustion chamber of direct injection diesel engine for reducing the nox |
| US9284877B2 (en) | 2012-09-14 | 2016-03-15 | Doosan Infracore Co., Ltd. | Combustion chamber of direct injection diesel engine for reducing the NOx |
| KR101996085B1 (en) * | 2012-09-14 | 2019-07-03 | 두산인프라코어 주식회사 | COMBUSTION CHAMBER OF DIRECT INJECTION DIESEL ENGINE FOR REDUCING THE NOx |
| CN115324767A (en) * | 2022-10-13 | 2022-11-11 | 潍柴动力股份有限公司 | Piston combustion chamber and design method thereof, piston and engine |
Also Published As
| Publication number | Publication date |
|---|---|
| CN100465416C (en) | 2009-03-04 |
| AU2003287753A1 (en) | 2004-07-14 |
| AT7203U1 (en) | 2004-11-25 |
| WO2004057168A1 (en) | 2004-07-08 |
| DE10393904A5 (en) | 2008-06-12 |
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