EP0029051A1 - Mixing device for internal combustion engines with stratified charge - Google Patents

Mixing device for internal combustion engines with stratified charge

Info

Publication number
EP0029051A1
EP0029051A1 EP19800901009 EP80901009A EP0029051A1 EP 0029051 A1 EP0029051 A1 EP 0029051A1 EP 19800901009 EP19800901009 EP 19800901009 EP 80901009 A EP80901009 A EP 80901009A EP 0029051 A1 EP0029051 A1 EP 0029051A1
Authority
EP
European Patent Office
Prior art keywords
fuel
flow
mixture formation
characterized
combustion chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP19800901009
Other languages
German (de)
French (fr)
Inventor
Paul Dipl.-Ing. Dr. August
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
August Paul Dipl-Ing Dr
Original Assignee
Paul Dipl.-Ing. Dr. August
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to DE2922534 priority Critical
Priority to DE19792922534 priority patent/DE2922534A1/en
Application filed by Paul Dipl.-Ing. Dr. August filed Critical Paul Dipl.-Ing. Dr. August
Publication of EP0029051A1 publication Critical patent/EP0029051A1/en
Application status is Withdrawn legal-status Critical

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B17/00Engines characterised by means for effecting stratification of charge in cylinders
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00Engines characterised by precombustion chambers
    • F02B19/12Engines characterised by precombustion chambers with positive ignition
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00Engines characterised by fuel-air mixture compression
    • F02B1/02Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Technologies for the improvement of indicated efficiency of a conventional ICE
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Technologies for the improvement of indicated efficiency of a conventional ICE
    • Y02T10/125Combustion chambers and charge mixing enhancing inside the combustion chamber

Abstract

Dans les moteurs a charge stratifiee un gaz sans carburant est introduit pendant un premier temps de l'aspiration dans la partie inferieure de la chambre, tournee vers le piston; In stratified charge engines free fuel gas is introduced for a first time the suction in the lower part of the chamber facing the piston; dans un deuxieme temps du carburant est ajoute au gaz. in a second time fuel is added to the gas. Il s'agit donc de creer un dispositif de melange qui permette d'obtenir de meilleures valeurs pour les gaz d'echappement et une consommation reduite. It is therefore to create a mixing device that achieves better values ​​for exhaust gases and a reduced consumption. A cet effet, on cree un mouvement de rotation (12, 13, 35) dans la chambre de combustion (6, 16) pendant le temps de compression peu avant le point mort haut du piston jusqu'a ce que le point mort haut soit atteint; For this purpose, it creates a rotational movement (12, 13, 35) in the combustion chamber (6, 16) during the compression stroke just before the top dead center of the piston until the top dead center or achieved; l'espace devant la bougie (14) doit etre libre de cette rotation (12, 13, 35). the space in front of the spark plug (14) must be free of this rotation (12, 13, 35). Cette rotation entraine une homogeneisation totale du melange par une egalisation des zones riches et maigres. This rotation causes a total homogenization of the mixture by equalization zones rich and lean. Il en resulte une combustion reguliere avec une limite de resistance a la detonation accrue. This results in a regular combustion with resistance limit has increased detonation.

Description

Mixture formation for Brennkraf machine-stratified charge

The invention relates to a device for Gemisch¬ formation for internal combustion engines with stratified charge at de- NEN the intake stroke and the lower piston part facing the cylinder charge in the first part only gas is supplied without fuel, while in the second part of the combustion air, fuel is admixed ,

Previous engines with stratified charge do not have a very high efficiency, since among other things, the combustion chambers are rugged, and also much HC arises that a Nachver¬ incineration necessary, is at additional costs.

It is also important to ensure that at partial load in the lower part of the cylinder filling a fuel-free gas is located. This gas is compressed to some extent between the piston and the cylinder wall and is in the top dead center of the piston in the squeezing nips. Since the combustion impossible or un¬ completely goes into these areas, there arise unburned HC.

The object of the present invention is to further develop an apparatus for forming a mixture for internal combustion engines having a layer charge of the type initially cited such that verbesser¬ te exhaust gas and fuel consumption can be achieved.

To achieve the object, the invention is gekennzeiσhnet characterized in that a vortex rotational flow in the combustion chamber during the compression stroke just before the dead center of the piston obe¬ until reaching the top dead

OMH point is generated, and that the space in front of the spark plug is kept free of this vortex rotational flow.

An essential feature of the present invention is therefore da_3 until reaching the obere¬ ren dead center a vortex rotational flow is generated in the combustion chamber of the stratified charge engine just before reaching top dead center, but the space in front of the spark plug of this fluidized rotational flow is kept free. It is therefore prevents ver¬ that the room or area of ​​the combustion chamber before the spark plug into the vortex rotational flow or by Mix of fuel-free gas is included air with fuel-mixed Brenn¬.

In a preferred embodiment of the present he find a vortex rotational flow is generated in that a charge current that cleave from the opposed crimping tool occurs in the area of ​​top dead center of the piston aus¬, on the one hand led to the piston surface and on the other side by a specially shaped piston nose is deflected to the valves or upper side of the combustion chamber. The same piston nose also causes the environmental steering of the lower charge current. The top stream is deflected at the other end of the combustion chamber through the side wall of the Zylin derkopfes. This creates a rotational flow into the combustion chamber just prior to ignition and the time of ignition.

In this case also hot spots, for example, exhaust valve detected by the strong flow, the heat dissipated and evenly distributed in the fuel mixture.

This rotation brings the perfect homogenization of the mixture, connected to the discharge of fat and ma¬ Geren zones. The result is a uniform combustion with

OP WIP higher knock limit. The compression can be increased and that of 1: 9.5 to 1: 11.5 at premium fuel and a correspondingly to 1.5 points lower at normal gasoline. This brings about a reduction in consumption linked to performance.

The increase in compression and homogenization of the Gemi¬ MOORISH allows proper driving operation in the area of ​​La bda 1.2. However, to reduce NOx so far to fall below the future exhaust gas regulations of 1 g / mile unit with safety while operating a flawless Fahr¬ to have is an operation in the range of lambda 1.3 to 1.4 necessary. With such lean mixtures arise ignition difficulties and it is not a perfect Fahrbe¬ driving possible.

Since motors with rotary combustion chamber already with a Ge mixed composition of lambda. 1.2 run flawlessly ,, is only a small difference between the mixture of the candle and the other part in the combustion chamber to schaf¬ fen.

FROM this reason, the invention proposes that the area in front of the spark plug of this Wirbelrotationsströ¬ tion is kept free. the advantages of a vortex rotational flow so it will be (higher compression possible significantly emaciated fuel mixture), combined with the known advantages of the stratified charge engine, entirely new results are obtained in terms of improved emission values ​​and decreased fuel economy.

In the above, it was described that a Wirbelrotations¬ flow is generated in the combustion chamber in a substantially vertical plane. In another stratified charge engine, it is known to produce a horizontally directed vortex rotational flow (rotational flow. Here the space in front of the spark plug (of this Wirbelrotationsstrδmung rotational flow) is kept free, so that the same advantages as in the erstbeschrie¬ surrounded embodiment shown.

According to the invention the task should be solved at derar- term stratified charge engines to improve the emission and consumption figures.

To achieve this object the space being kept frei¬ before the spark plug of this vortex rotational flow also an additional improvement of the fuel-combustion air supply to the cylinders of the engine Schichtlade- only serves to generate a vortex mentioned rotary flow.

This feature in combination with the above-mentioned fluidized rotational flow improved again by a wesentli ches measure the aforementioned emission and consumption figures.

Here, it is essential that is disposed in addition to a known per se suction channel in front of each cylinder, a Einspritz¬ nozzle in a mixing tube. That is, it is proposed with separaterEinspritzung, so that it is possible with the below-described erfindungs¬ essential characteristics thereof, to achieve a strictly separate layer charge of fuel-free combustion air and with a fuel-enriched combustion air, a stratified charge engine.

It is essential here that with lower partial load already a cylinder filling takes place as at half load whereby in¬ follow a higher compacting pressure is a better efficient they achieved. This brings to an engine with the shown combustion chambers and a compression ratio of

O PI IPO more than 1: 11 consumption values, which lie around and under 2oo g / hp-hr. The comparable consumption figures normal petrol engines in this area range from 27o - 4oo g / PH. It is the main operating range of the city and Landstras- sen traffic from 3o - 1oo km / h, fuel savings of 35 - reached 4o%. These values ​​have actually been achieved under scrutiny.

The injection quantity of each injection nozzle is determined by known means with the start of injection time.

The injection ends just before the intake valve closes is at idle so very short, and continues to grow by advancing towards commencement of injection toward earlier opening times of the intake valve. From about - half-load or already rather opens a throttle valve disposed in the intake passage upstream of the cylinders. The Steue¬ tion of the throttle valve is such that it is very fast ge opens so daJ3 from about 1/3 load to full load the Brenn¬ air quantity to be sucked into the cylinder, corresponding to the full-load quantity.

Thus we find in this type of stratified charge a Güterrege¬ the stratified charge via a flow control of the fuel development instead, similar to a diesel engine.

With this technical teaching in conjunction with .the aforementioned vortex rotational flow so wesent¬ Lich better emissions and fuel consumption values ​​are reached when the vortex rotational flow and thus zusammenhängen¬ the features alone.

In a further development of the present invention, it is provided that, instead of an intake valve of the combustion chamber two intake valves associated with, one of which is opened later than a ter than the other. This is another way to achieve a stratified charge.

The former possibility was described above, namely arrangement of one or more Einspritz¬ nozzle in the combustion air intake port of the stratified charge engine. The possibility described in the following refers to up da¬ that the one intake valve during the intake stroke of the engine is first opened, and only the combustion air without fuel possibly mixed with exhaust gases or exhaust gases to the admits only Cylinde.

The second intake valve is opened later. This mixture a suction pipe with pictures (either a carburetor or an injection device) is connected, whereby the two te. Part of the filling (Shichtladung) is provided with fuel, while the lower part of the layer charge is provided without Kraft¬ material. The inlet valve is a An¬ is again suction pipe upstream with a carburetor which supplies fuel until half-load or combustion air. Also here is the mixture which flows through the inlet valve to be leaner than the other mixture.

(1 16: 11 to 1) with the technical teaching according to the invention, the advantages of potential higher compression are recorded in combustors with rotational flow, without the disadvantages of HC formation by incomplete incineration Ver¬ in the squeezing nips or flow channels. Sol¬ che combustors already allow a Gemischzusammenset¬ wetting up to 1.2 at lambda perfect combustion in the driving mode and bring a low consumption with high full-load.

With the stratified charge combustion according to the invention to these - chambers a perfect driving is also possible with lambda as 1.4 and more, whereby the "formation of NOx is kept as low as required by the exhaust gas regulations of 8os.

The disadvantages of stratified charge engines known design with external mixture formation as rugged combustion chamber schlech¬ more excellent efficiency and higher HC in the exhaust gas can be avoided.

The described invention in the quality control in the mixture formation consumption values ​​are achieved in the partial load range, 35 - 4o% below the other Otto-motors located. 18o g / hp-hr to 1o% - - At full load at higher speeds are achieved with 175 2o% better fuel economy than the vehicle diesel engine.

The inventive concept of the present invention extends not only to the subject matter of the individual Patent¬ claims, but also to the combination of the 'Patent¬ claims among themselves.

The invention will now be described with reference to several embodiments. Here, from the description and the drawings further essential advantages and features of the invention.

Show it:

Fig. 1 cut along the line II in Fig. 2, of a first embodiment of a combustion chamber with vortex rotational flow

Fig. 2 shows a section according to line II-II in Fig. 1 ■

Fig. 3 section along the line III-III in Fig. 2,

Fig. 4 schematically drawn section according to line IV-IV in Fig. 5 a second Ausführungsfor the Brenn¬ chamber a stratified charge engine,

Fig. 5 section according to line V Y in Fig. 4,

Fig. 6 average loading motor 5 of a further embodiment of a Schicht¬ through the combustion chamber and the intake tract,

Fig. 7 diagram spraying the area of ​​the fuel Ein¬, based on the valve lift and the cam shaft angle shows

'° Fig. 8 top plan view of a combustion chamber of a further stratified charge engine with two intake valves.

'Fig. 1 shows in diagrammatic form the generation of a horizontal directional swirl rotational flow.

In the cylinder 1, the piston 2 passes befin- in the cylinder head 3 '- * • the exhaust valve 4 and intake valve therebetween as the upper wall and the piston surface as a bottom wall 5. Between the valves 4.5 and the area in the cylinder head 3, the combustion chamber 6 is formed. A side wall of the Brenn¬ chamber 6 forms the cylinder head with the piston Smile Friend 1o 0 nose 9. The other side wall of the combustion chamber is formed by the cylinder head surface. 11

On one side of the nip 8 is formed on the other side of the nip 7 at the top dead center of the piston.

5 The emerging from the nip 8 Gas is deflected by di nose piston 9 upwards to the valves 4,5 and

OMH deflected at the cylinder head surface 11, as in the Strömungs¬ running 13 shown.

The emerging from the nip 7 gas flows along the piston crown to the piston nose 9, is guided upwardly and deflected as the flow pattern 12 is. This creates a vortex rotational flow 12,13, the emerging from the squeezing nips gases. This is as Figure 3 shows in front of the spark plug 14 by the neu¬ like ümlenknase 15 is deflected so that in this area

10, the vortex rotational flows 12,13 do not cover the area 33 in front of the spark plug fourteenth

In the area 33 of the combustion chamber in front of the spark plug 14 so an ignitable mixture is maintained, although the Kraft¬ material mixture layer of the loading motor is overall very emaciated to a lambda value of 1.2. By this severe emaciation and by generating a rotational flow fluidized compression values ​​can be significantly increased, thereby reducing the consumption decreases. Further, by, generating a Wirbelrotations-

"2 ° flow with the avoidance of large temperature Unter¬ secreted into the combustion chamber and the exhaust values wesent¬ Lich improved.

Another embodiment of a rotary combustion chamber is shown in Figure 4 and 5. It provides a known stratified charge engine

25. The combustion chamber 16 is located under the increased an¬ accommodated exhaust valve 4. The process gas is towards the end of Verdichtungs¬ pressed below the intake valve 5 through the flow channel 17 in the rotational flow 35 in the combustion chamber 16. Since the combustion is not perfect in the

30 space below the intake valve 5 and the flow channel 17

OMPI. IPO - "runs, this engine is without the use of the inventive teaching more unburnt gases (HC) as the engine to the combustion chamber by image. - third

The rotational flow 35 is generated essentially by the fact that the gas is led past in the indicated arrow direction about the bulge 18 at the exhaust valve 4 and the outlet channel 21, the combustor 16 verläss .. Opposite the outlet passage 21, the valve 5 associated with the Einla߬ inlet passage 2o arranged.

bringing according to the invention in Strδmungsrichtung before the spark plug 14, a deflecting nose 19 and is additionally held the Quetschspaltgas kraftstoffrei, this disadvantage does not arise.

According to the present invention, the rotational flow is therefore again kept 35 of the spark plug 15 in that a deflecting nose 19 is arranged in flow direction in front of the spark plug 14, which provides an area 33 in front of the spark plug 14 by a richer mixture otherwise present as in the combustion chamber is, is maintained. By the presence of this order richer mixture before the spark plug 14 is achieved, despite the lean combustion air Kraftsto f-Ge-mix a proper ignition and faultless operation.

There are now with Figs. 1 - 3 as well as FIGS. 4 - 5, two different types of production of layer charges with a concurrent way to achieve ver¬ Patched emission and consumption figures described. In Figs. 6 - 8 will now be described, in combination with the first-mentioned features, or alternatively, as alone with the presently described features an improvement or further improvement of the emission and consumption values ​​erziel¬ bar.

OMP 3P is achievable in FIGS. 6 and 7 will be described as an improved quality Schichtla¬ dung, so that the exhaust gas and fuel consumption can be further improved.

Fig. 6 shows an arrangement for generating a Schichtla- fertil. In addition to the intake manifold (intake conduit 22) located in front of each inlet channel of a cylinder 2o a Misch¬ pipe 23 ud formed as a Laval nozzle 24 is provided with an injection nozzle 25th Upstream to the mixing tube 23, a suction pipe 36 for air and an intake pipe 37 is arranged for the exhaust gases.

In the EGR intake pipe 37 is a throttle valve 38. Figure 7 shows the area of ​​the fuel injection according to the valve lift.

.. The operation of the motor according to the invention, either as shown in FIGS 1-3 or in FIGS 4 - 5 is folgen¬ de:

In the partial load range, the intake passage 22 is closed, but je¬ the intake manifold 36 open to the mixing tube 23rd Thus, flows of combustion air to the amount talking about half load corresponds, nungshubes into the cylinder 39.Erst in the second part of the Öff¬ (comp. Fig. 7) from the inlet valve 5 injects the injector 25 fuel (injection stream 26) into the Laval nozzle 24, where this finely atomized and enters the cylinder. 39

The first part of the combustion air without fuel tanks and thus the part which is located in the lower part of the cylinder 39 on the piston crown. During the compression process, the Kraf material-air mixture is forced from the upper part of the cylinder charge in the combustion chamber 6 or 16 with a Medley composition of about lambda 1, which is good ignitable.

Only towards the end of the compression process, the kraft¬ stoffreie combustion air flows from the bottom of the cylinder charge

OMPI in vortex rotational flow 12,13 and 35, respectively, as shown in Rich¬ obligations 12 and 13 (Fig. 1) or 35 of FIG. 5 in the combustion chamber and mixes with the 6.16 Kraf-air mixture, thereby to about 1.4 lambda, and more is used in the mixture composition.

The U-directing nose but 15 or 19 finds this mixing process does not take place in the space in front of the spark plug 14 so that there remains a richer, ignitable mixture well. The candle ignites this and so resulting flame is able to ignite even the very poor main mixture properly and burn. After the squeezing nips 7 and 8, Fig. 1 and 3 and the flow channel 17 of FIG. 5 remaining gases are without fuel, since they consist of the lower part of the cylinder charge. Thus remain- ben no unburned fuel (HC) by unvoll¬ continuous combustion in these Quetsσhspalten 7.8 and in the flow channel 17th

In that in the lower part-load already filling a Zylinder¬ as is done at half load, better efficiency is achieved due to higher compression pressure. This brings to an engine with the shown Brenn¬ chambers 6,16 and a compression ratio of greater than 1: 11 consumption values, which lie around and under 2oo g / hp-hr. The comparable consumption figures normal petrol engines in this area range from 27o - 4oo g / hp-hr. It is the main operating range of city and highway traffic from 3o - 1oo km / h, fuel savings of 35 - reached 4o%. These values ​​are driven to the test wor¬ to.

The injection quantity is determined by the beginning of the injection time. It ends just before the intake valve 5 closes, is very short at idle and is getting longer by advancing the start of injection to the center of the opening

OMPI time the intake valve out (see Fig. 4o arrow in Fig. 7). From about half-load or even more the throttle valve upstream of the intake port 22 opens. This opens very quickly all so that about 1/3 from load to full load, the internal volume of air is drawn into the cylinder 1.39, which corresponds to the maximum fuel delivery.

Thus we find in this type of stratified charge a Güterrege¬ development instead, using flow control of fuel ähn¬ Lich as the diesel engine.

The mixing tube 23 is an intake pipe 37 for exhaust gases upstream next to the intake pipe 36 for air. In the latter befin¬ det a throttle valve 38. This is opened in the er¬ sten part of the opening time of the intake valve 5, and is completely closed in the second part in all or almost. It can also be controlled so that it is open, as long as the Ein¬ injection nozzle 25 is not injected and is otherwise closed. Da¬ with it is achieved that the recirculated exhaust gases to reduce NOx are located only in the part of the combustion air, which is not provided with fuel and thus the ignition devices gear do not interfere.

The injection nozzle 25 may also be a common intake pipe for the cylinders 1 and 4 and 2 and angeord¬ net at the entrance. In four-cylinder engines, the cited pairs of cylinders have equal pitch in the suction time of the zueinan- and each part of the common intake pipe can be of the same length and symmetrical. So ent is a uniform mixture distribution to the cylinders, even if only two injectors are used 25 for four cylinders.

Another possibility of a stratified charge with the carburetor or fuel injection to areichen, is shown in Fig. 8. The engine has two intake valves 31,32 obtain 28.29, which laßkanäle on the Ein¬ their combustion air-fuel mixture. In the drawn arrow directions a flow in the direction of the outlet valve 27 and the outlet port 3o in turn is generated. It is thus proposed a combustion chamber 34 with squeezing nips according to the Fig. 8.

Another way to achieve a stratified charge (with the carburetor or fuel injection) is shown in Fig. 8. The engine has two intake valves 28,29. The first inlet valve 28 is first opened during the intake stroke and only allows combustion air without fuel possibly mixed with exhaust gases or exhaust gases only into the cylinder. The second intake valve 29 is opened later.

This is a suction pipe with Gemischbildner carburetor or fuel injection - upstream, whereby the second part of the filling is provided with fuel, while the lower part of the gas filling without. Fuel is provided. The inlet valve 28 is an intake pipe upstream via the inlet channel 31 with a carburetor, the load until half of the internal air to fuel. Also here is the mixture which flows through the inlet valve 28 ma¬ be Ger as the other mixture.

the benefits so it in turn ensures that a higher compression ratio to be achieved in combustion chambers with rotational flow, without having to accept the disadvantages of HC formation due to incomplete combustion in the squeezing nips or flow channels in the purchase (1: 11 to 1 16) ,

With the layer charge of the invention to these combustion chambers 6,16,34 a perfect driving operation is possible also be lambda values ​​of 1.4 and higher, whereby the Bildun of NOx is kept as low as rules of the Abgasbestim¬ 8os prescribe

O PI IPO

Claims

P "ä" t'e'ή't "ä'ή's'p'r" ü'c "h'e
1. mixture formation for internal combustion engines with stratified charge in which only gas is supplied without fuel of the intake stroke and the lower piston part facing the Zylinderfüllurig in the first part, while in the second part of the combustion air, fuel is mixed, characterized in that a Wirbelrotations¬ flow ( 12,13; 35) is generated in the combustion chamber (6,16) during the compression stroke just before the piston top dead center to the top dead center, and that the space in front of the spark plug (14) (of this Wirbelro- tationsStrömung 12 , 13; 35) is kept free.
2. mixture formation according to claim 1, characterized in that in the combustion chamber (6) has a substantially vertically directed Wirbelrotations¬ flow therethrough is generated in that two counter-rotating gas flows (flow course 12,13) ​​of two opposed squeezing nips (7,8), generated become; that one Gasström (flow erlauf 12) on the surface of the piston (2) flows along and that the other gas stream (flow path 13) at the surface of Ven¬ tile (4,5) flows along (Fig. 1-3).
3. mixture formation according to claim 1 or 2, characterized in that the Wirbelrotations- flow (flow patterns 12,13) ​​over the entire width of the combustion chamber (6) and in that by arranging a Umlenknase (15) in the combustion chamber (6) in front of the spark plug (14) an area (33) is provided to the combustion chamber, which is not acted upon by the vortex rotational flow (12,13) ​​(Fig. 2,3). 4. mixture formation according to claim 1, characterized in that a flow substantially horizontally directed Wirbelrotations¬ (rotational flow 35) is erzeug in the combustion chamber (16) and that by Anord drying a deflecting nose (19) upstream of the spark plug (14) a non- is created by the flow-type Wirbelrotationsstrδmung (rotational flow 35) region (33) of the combustion chamber (16), (Fig.
4,5)
5. mixture formation for internal combustion engines with stratified charge in which only gas is the intake stroke and the lower piston part facing the cylinder charge in the first part is supplied with no fuel, while fuel is mixed in the second part of the combustion air, dadurcgeken nz eichn et that a WirbelrotationsStrömun ( 12,13; 35) in the combustion chamber (6,16) is generated during sealing stroke of the method just before the piston top dead center to the top dead center, and that the space in front of the spark plug (14) of this flow Wirbelrotations¬ ( 12,13; 35) is kept free, and that in addition (at a known per se suction passage 22) is arranged before each an¬ Zy¬ relieving an injection nozzle (25) in a mixing tube (23), (Figure 6)..
6. fuel mixture according to claim 5, dadurchgekennzelehnet that is disposed, the injection nozzle (25) for four-cylinder engines in front of the suction duct (22) for cylinders one and four and a further injection nozzle (25) in front of the suction passage (22) for the cylinders two and three (Fig. 6).
7. mixture formation according to claim 5 or 6, characterized in that the injection nozzle (25) upstream of a Laval nozzle (24) is arranged, and the Ein¬ spray jet (26) flows through the Laval nozzle (24) (Figure 6).
OMPI
Λ, WIIPPOO
8. mixture formation according to claim 7, characterized in that the narrowest cross-section of the Laval nozzle (24) for about 3o - 5o% gas passage is designed with respect to the gas passage at full load (Fig. 6).
9. mixture formation according to claim 5 and any of claims 6 - 8, characterized in that upstream of the mixing tube (23) parallel to the intake pipe (36), a further suction tube for air (37) is arranged for supplying exhaust gas, in which (a throttle valve 38 ) angeord- net is (Fig. 6).
10. mixture formation according to claim 9, characterized in that the throttle valve (38) published the suction pipe (37) for supply of exhaust gas only in the first part of the suction stroke of the associated cylinder, (Fig. 6).
11. mixture formation according to claim 9, characterized in that the throttle valve (38) closes the suction pipe (37) for supply of exhaust gas is low or when the injector (25) fuel once injected (FIG. 6).
12. mixture formation according to claim 5 and one or more of claims 6-11, dadurchge ke nnzeich - net, that the injection nozzle (25) at part load fuel only in the second part of the opening stroke of the intake valve (5; 28,29) injects.
13. mixture formation according to claim 12, dadurchgekennzelehnet that power at increasing Motor¬ the duration of injection of the injection nozzle (25) in the direction of opening-launch of the intake valve (5; 28,29) is extended (Fig. 7).
- ÖREΛ
OMPI
Λ. WIPO.
charge 14 mixture formation for internal combustion engines with Schicht¬ where nu gas is supplied without fuel of the intake stroke in the first part, and de lower piston part facing the cylinder charge, while in the second Tei the combustion air, fuel is mixed, characterized in that the combustion chamber (34) zwe intake valves (28,29) are associated, one of which is opened later than the other, (Fig. 8).
15. mixture formation according to claim 14, characterized in that fuel is at partial load only the latest, ter opening inlet valve (28 or 29) for inflowing combustion air admixed (Fig. 8).
16. mixture formation according to claim 15, dadurchgeke nz eichnet that fuel is added from about 2/3 full load also the first intake valve opening (29 or 28) for the incoming combustion air, - (Fig. 8).
17 mixture formation according to claim 14-16, characterized in that the first or lower part of the combustion air is mixed with exhaust gas.
O PI
EP19800901009 1979-06-01 1980-12-15 Mixing device for internal combustion engines with stratified charge Withdrawn EP0029051A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE2922534 1979-06-01
DE19792922534 DE2922534A1 (en) 1979-06-01 1979-06-01 Mixture formation for engine-with layer charge

Publications (1)

Publication Number Publication Date
EP0029051A1 true EP0029051A1 (en) 1981-05-27

Family

ID=6072362

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19800901009 Withdrawn EP0029051A1 (en) 1979-06-01 1980-12-15 Mixing device for internal combustion engines with stratified charge

Country Status (5)

Country Link
EP (1) EP0029051A1 (en)
JP (1) JPS56500813A (en)
DE (1) DE2922534A1 (en)
GB (1) GB2062757A (en)
WO (1) WO1980002724A1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5214317A (en) * 1992-05-04 1993-05-25 National Semiconductor Corporation CMOS to ECL translator with incorporated latch
US6436094B1 (en) 2000-03-16 2002-08-20 Laserscope, Inc. Electromagnetic and laser treatment and cooling device

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3138328C2 (en) * 1981-09-25 1986-11-27 August, Paul, Dipl.-Ing. Dr.H.C., Barcelona, Es

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Publication number Priority date Publication date Assignee Title
DE723710C (en) * 1937-10-27 1942-08-10 Albert Bagnulo Internal combustion engine with a cubic capacity separated from the machine and in communication with the latter via a gasification chamber Drosseloeffnung
DE2039462C3 (en) * 1970-08-08 1974-05-02 Bayerische Motoren Werke Ag, 8000 Muenchen
DE2434862C3 (en) * 1974-07-19 1978-04-20 Paul Dipl.-Ing. Dr.H.C. Barcelona August (Spanien)
JPS5813071Y2 (en) * 1976-11-26 1983-03-14
US4182279A (en) * 1976-12-16 1980-01-08 Toyota Jidosha Kogyo Kabushiki Kaisha Combustion chamber of an internal combustion engine
JPS5431809A (en) * 1977-08-17 1979-03-08 Toyota Motor Corp Sub-chamber-furnished internal combustion engine

Non-Patent Citations (1)

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Title
See references of WO8002724A1 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5214317A (en) * 1992-05-04 1993-05-25 National Semiconductor Corporation CMOS to ECL translator with incorporated latch
US6436094B1 (en) 2000-03-16 2002-08-20 Laserscope, Inc. Electromagnetic and laser treatment and cooling device

Also Published As

Publication number Publication date
GB2062757A (en) 1981-05-28
DE2922534A1 (en) 1980-12-11
WO1980002724A1 (en) 1980-12-11
JPS56500813A (en) 1981-06-18

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