EP0281572A1 - Moteur diesel a combustion interne multicylindre a faible taux de compression dans les cylindres. - Google Patents

Moteur diesel a combustion interne multicylindre a faible taux de compression dans les cylindres.

Info

Publication number
EP0281572A1
EP0281572A1 EP87904236A EP87904236A EP0281572A1 EP 0281572 A1 EP0281572 A1 EP 0281572A1 EP 87904236 A EP87904236 A EP 87904236A EP 87904236 A EP87904236 A EP 87904236A EP 0281572 A1 EP0281572 A1 EP 0281572A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
cylinders
internal combustion
compressor
engine
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.)
Granted
Application number
EP87904236A
Other languages
German (de)
English (en)
Other versions
EP0281572B1 (fr
Inventor
Herbert Deutschmann
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
MTU Motoren und Turbinen Union Friedrichshafen GmbH
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
Application filed by MTU Friedrichshafen GmbH, MTU Motoren und Turbinen Union Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Priority to AT87904236T priority Critical patent/ATE45783T1/de
Publication of EP0281572A1 publication Critical patent/EP0281572A1/fr
Application granted granted Critical
Publication of EP0281572B1 publication Critical patent/EP0281572B1/fr
Expired legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • 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
    • F02B65/00—Adaptations of engines for special uses not provided for in groups F02B61/00 or F02B63/00; Combinations of engines with other devices, e.g. with non-driven apparatus
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F02D17/023—Cutting-out the inactive cylinders acting as compressor other than for pumping air into the exhaust system
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1848—Number of cylinders twelve
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to a multi-cylinder diesel internal combustion engine with a low compression ratio in the cylinders according to the preamble of claim 1.
  • a generic diesel internal combustion engine is known from DE-PS 26 48 411.
  • the cylinders operating as compressors remain cold in relation to the temperature of an engine cylinder. This effect arises from the delivery of the air compressed in the compressor cylinder, which is heated in the process, to an engine cylinder and the subsequent intake of air which has a lower temperature than the discharged compressed air. It has been shown that the cooling of the compressor cylinders resulting from the loss of air mass is not compensated for by the supply of heat from the cooling system.
  • the arrangement causes exhaust gas recirculation from the engine cylinders to the compressor cylinders.
  • a temperature increase in the compressor cylinders is achieved when the diesel internal combustion engine is split.
  • the same lines are used that are already used to push the compressed air out of the
  • Compressor cylinders are present on the diesel engine.
  • the advantages achieved by the invention are, in particular, that air with a higher temperature is available from the compressor cylinders for recharging the engine cylinders when the diesel internal combustion engine is split than without exhaust gas recirculation, that when the engine is switched to full engine operation the load immediately starts up to Permits full load limit and that the diesel internal combustion engines already designed for the split mode of operation can be easily equipped with the arrangement according to the invention.
  • Figure 1 shows a schematic arrangement of two cylinders of a diesel engine with Nachiade worn.
  • Fig. 2 shows a schematic arrangement of the cylinders of Fig. 1 in the cylinder rows of the diesel engine.
  • FIG. 2 A diesel engine with twelve cylinders 1 to 12 arranged in a V-shape in two rows is shown schematically in FIG. 2.
  • the firing order is 1-8-5-10-3-7-6-11-2-9- 4-12.
  • cylinders 1 to 6 of the first row are used as engine cylinders
  • cylinders 7 to 12 of the second row are used as compressor cylinders in start-up and part-load operation.
  • the cylinders 8 and 5, 10 and 3, 7 and 6, 11 and 2, 9 and 4 and 12 and 1 are each connected by a line.
  • Fig. 2 only the line between cylinder 8 and cylinder 5 is shown with reference numeral 13.
  • the two cylinders belonging together can be arranged in the same row.
  • FIG. 1 shows a compressor cylinder 14 with the cylinder 8 and a piston 17, an engine cylinder 15 with the cylinder 5 and a piston 16 and the associated line 13 with the control elements.
  • Cylinder arrangement results in the piston 17 of the compressor cylinder 14 also leading 90 degrees crankshaft angle with respect to the piston 16 of the engine cylinder 15.
  • the piston 17 of the compressor cylinder is shortly before its top dead center and has compressed the amount of air which it previously sucked in.
  • the piston 16 of the engine cylinder is located shortly after its bottom dead center and thus at the beginning of its compression stroke.
  • Each of the lines 13, which is arranged between a pair of cylinders, is controlled by two valves.
  • One, so-called dispenser valve 22, which is located in the vicinity of the compressor cylinder 8, is actuated together with a fuel shut-off valve 44 for the compressor cylinders 7 to 12 via a control line 31.
  • receiver valve 23 which is located in the vicinity of the engine cylinder 5, is connected together with the reversing slide 26 via control lines 25, 27, 28 to a compressed air distributor 29.
  • the control is supplied with compressed air from a compressed air reservoir 30, which is connected via a line 31 and 32 to the reversing slide 26 and to the compressed air distributor 29, respectively.
  • the lines 31, 32 are controlled by solenoid valves 33, 34.
  • the solenoid valves 33, 34 in lines 31 and 32 are open.
  • the compressed air from line 31 reaches a reversing slide 26 and shifts its slide 35 into the open position (as drawn). Compressed air thus passes from line 31 via line 24 to the dispenser valve 22, which is thereby shifted into the position shown.
  • the line 13 is thus open. Since the solenoid valve 34 in line 32 is also open at the same time, compressed air also reaches the compressed air distributor 29, the distributor rotor 37 of which rotates at half the crankshaft speed. The position of the distributor rotor 37 is assigned to the position of the associated piston 16 of cylinder 5.
  • the air sucked in via the regular inlet valve mixes with the hot exhaust gas arriving via line 13 in cylinder 8. This results in a heating of the compressor cylinder 14 and its filling quantity.
  • the duration and time of use of this exhaust gas recirculation is determined by the position and length of the control groove 41 on the compressed air distributor 29. As soon as the distributor rotor 37 has reached the end of the control groove 41, the compressed air to the receiver valve 23 is blocked and the lines 27 are vented. The receiver valve 23 returns to the position shown in FIG. 1, in which the valve 38 is active.
  • the dispenser valve 22 is continuously open, while the receiver valve 23 oscillates back and forth between its two positions in the rhythm of the extension strokes of the engine cylinder 15.
  • the solenoid valve 33 is closed. Shutting off the compressed air supply causes the dispenser valve 22 to switch to its closed position and the fuel supply to the cylinders 7 to 12 is released.
  • the solenoid valve 34 remains open. As a result, the lines 25, 27, 28 of the compressed air distributor 29 are periodically supplied with compressed air as described above.
  • Compressed air also passes via line 28 to the reversing slide 26 below the differential piston 36. Since the space under slide 35 is now depressurized after solenoid valve 33 has been closed, the piston area of differential piston 36 is sufficient to slide the slide 35 into that shown in FIG. 1 To shift position.
  • the compressed air in line 28 now opens the check valve 42, closes the check valve 43 and reaches the dispenser valve 22 via slide 35. With the pulses coming from the compressed air distributor 29, the dispenser valve 22 is now in its open position for approximately the duration of the extension stroke of cylinder 5 moved so that exhaust gas from the cylinder 5 can flow via line 13 into the cylinder 8. This exhaust gas recirculation is ended when the compressed air supply from the compressed air reservoir 30 to the compressed air distributor 29 is cut off by switching off the solenoid valve 34.
  • a line 45 leading to the compressed air reservoir 30 is connected to at least one of the lines 13 via a check valve 46 and is used to refill the compressed air reservoir.
  • a filter 47 is arranged in line 45 for cleaning the compressed air.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

Lors du démarrage et, le cas échéant, lors d'une charge partielle, le moteur diesel à combustion interne fonctionne en régime dit partiel, c'est-à-dire que quelques cylindres (7 à 12) travaillent en compression sans amenée de carburant et acheminent l'air comprimé aux cylindres (1 à 6) moteurs. Par exemple, le cylindre compresseur (8) est relié au cylindre moteur (5) par une canalisation (13) indépendante des canalisations d'admission et d'échappement usuelles, et qui comporte, à une de ses extrémités à proximité du cylindre compresseur (8), une soupape de distribution (22) pouvant s'ouvrir en régime partiel, et à son autre extrémité au voisinage du cylindre moteur (5), une soupape de réception (23). Chacune des soupapes de réception (23) est combinée avec un dispositif permettant l'ouverture arbitraire de la canalisation (13) respective en direction du cylindre compresseur (14), c'est-à-dire que ces dispositifs commandent l'ouverture des canalisations (13) lors de la course en poussée du cylindre moteur (16) correspondant. Cela permet un recyclage dans les cylindres compresseurs (7 à 12) des gaz d'échappement issus des cylindres moteurs (1 à 6), ainsi qu'une élévation de température dans les cylindres compresseurs en régime partiel du moteur diesel à combustion interne.
EP87904236A 1986-09-13 1987-07-03 Moteur diesel a combustion interne multicylindre a faible taux de compression dans les cylindres Expired EP0281572B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87904236T ATE45783T1 (de) 1986-09-13 1987-07-03 Mehrzylindrige dieselbrennkraftmaschine mit niedrigem verdichtungsverhaeltnis in den zylindern.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3631284A DE3631284C1 (de) 1986-09-13 1986-09-13 Mehrzylindrige Dieselbrennkraftmaschine mit niedrigem Verdichtungsverhaeltnis in denZylindern
DE3631284 1986-09-13

Publications (2)

Publication Number Publication Date
EP0281572A1 true EP0281572A1 (fr) 1988-09-14
EP0281572B1 EP0281572B1 (fr) 1989-08-23

Family

ID=6309580

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87904236A Expired EP0281572B1 (fr) 1986-09-13 1987-07-03 Moteur diesel a combustion interne multicylindre a faible taux de compression dans les cylindres

Country Status (8)

Country Link
US (1) US4860716A (fr)
EP (1) EP0281572B1 (fr)
JP (1) JPS63502685A (fr)
CN (1) CN1004719B (fr)
DE (2) DE3631284C1 (fr)
ES (1) ES2004778A6 (fr)
RU (1) RU1806281C (fr)
WO (1) WO1988002065A1 (fr)

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Also Published As

Publication number Publication date
EP0281572B1 (fr) 1989-08-23
CN87106281A (zh) 1988-05-04
CN1004719B (zh) 1989-07-05
JPS63502685A (ja) 1988-10-06
DE3760480D1 (en) 1989-09-28
RU1806281C (ru) 1993-03-30
DE3631284C1 (de) 1987-04-16
JPH0321733B2 (fr) 1991-03-25
ES2004778A6 (es) 1989-02-01
WO1988002065A1 (fr) 1988-03-24
US4860716A (en) 1989-08-29

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