EP0281572B1 - Mehrzylindrige dieselbrennkraftmaschine mit niedrigem verdichtungsverhältnis in den zylindern - Google Patents

Mehrzylindrige dieselbrennkraftmaschine mit niedrigem verdichtungsverhältnis in den zylindern Download PDF

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Publication number
EP0281572B1
EP0281572B1 EP87904236A EP87904236A EP0281572B1 EP 0281572 B1 EP0281572 B1 EP 0281572B1 EP 87904236 A EP87904236 A EP 87904236A EP 87904236 A EP87904236 A EP 87904236A EP 0281572 B1 EP0281572 B1 EP 0281572B1
Authority
EP
European Patent Office
Prior art keywords
cylinder
cylinders
combustion engine
diesel internal
valve
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.)
Expired
Application number
EP87904236A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0281572A1 (de
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/de
Application granted granted Critical
Publication of EP0281572B1 publication Critical patent/EP0281572B1/de
Expired legal-status Critical Current

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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-2 648 411.
  • the valve can also be an arbitrarily actuated valve as a block.
  • 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 available for pushing the compressed air out of the compression cylinders on the diesel engine.
  • the advantages achieved by the invention are, in particular, that when the diesel internal combustion engine is in divided operation, air with a higher temperature is available from the compressor cylinders for recharging the engine cylinders than without exhaust gas recirculation, that when switching to full-engine operation, the diesel internal combustion engine immediately loads 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.
  • FIG. 2 A diesel internal combustion 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 engine cylinders
  • cylinders 7 to 12 the second row used as a compressor cylinder in start and partial 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.
  • the position of the two crank pins 18, 19 of a crankshaft indicated by 20 is the same for both pistons 16, 17. Due to the V-angle 21 of the cylinder arrangement shown at 90 degrees, the piston 17 of the compressor cylinder 14 also leads 90 degrees ahead of the crankshaft angle relative 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 that of the amount of air sucked in before it is compressed. 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.
  • the control system 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 effective.
  • 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 releases the fuel supply to the cylinders 7 to 12.
  • 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 the position shown in FIG. 1 move.
  • 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 non-return valve 46 and serves to refill the compressed air reservoir.
  • a filter 47 is arranged in line 45.

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)
EP87904236A 1986-09-13 1987-07-03 Mehrzylindrige dieselbrennkraftmaschine mit niedrigem verdichtungsverhältnis in den zylindern Expired EP0281572B1 (de)

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 EP0281572A1 (de) 1988-09-14
EP0281572B1 true EP0281572B1 (de) 1989-08-23

Family

ID=6309580

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87904236A Expired EP0281572B1 (de) 1986-09-13 1987-07-03 Mehrzylindrige dieselbrennkraftmaschine mit niedrigem verdichtungsverhältnis in den zylindern

Country Status (8)

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

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DE3824406C1 (ru) * 1988-07-19 1989-05-24 Mtu Friedrichshafen Gmbh
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US6382193B1 (en) 2000-11-20 2002-05-07 Ford Global Technologies, Inc. Method of supercharging an engine
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US20050193988A1 (en) * 2004-03-05 2005-09-08 David Bidner System for controlling valve timing of an engine with cylinder deactivation
US6925982B2 (en) * 2002-06-04 2005-08-09 Ford Global Technologies, Llc Overall scheduling of a lean burn engine system
US7111450B2 (en) * 2002-06-04 2006-09-26 Ford Global Technologies, Llc Method for controlling the temperature of an emission control device
US6736120B2 (en) * 2002-06-04 2004-05-18 Ford Global Technologies, Llc Method and system of adaptive learning for engine exhaust gas sensors
US6568177B1 (en) * 2002-06-04 2003-05-27 Ford Global Technologies, Llc Method for rapid catalyst heating
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US7032572B2 (en) * 2002-06-04 2006-04-25 Ford Global Technologies, Llc Method for controlling an engine to obtain rapid catalyst heating
US6725830B2 (en) * 2002-06-04 2004-04-27 Ford Global Technologies, Llc Method for split ignition timing for idle speed control of an engine
US7168239B2 (en) * 2002-06-04 2007-01-30 Ford Global Technologies, Llc Method and system for rapid heating of an emission control device
US6735938B2 (en) * 2002-06-04 2004-05-18 Ford Global Technologies, Llc Method to control transitions between modes of operation of an engine
US6868827B2 (en) 2002-06-04 2005-03-22 Ford Global Technologies, Llc Method for controlling transitions between operating modes of an engine for rapid heating of an emission control device
US6758185B2 (en) * 2002-06-04 2004-07-06 Ford Global Technologies, Llc Method to improve fuel economy in lean burn engines with variable-displacement-like characteristics
US6931839B2 (en) * 2002-11-25 2005-08-23 Delphi Technologies, Inc. Apparatus and method for reduced cold start emissions
US7367180B2 (en) * 2004-03-05 2008-05-06 Ford Global Technologies Llc System and method for controlling valve timing of an engine with cylinder deactivation
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US7025039B2 (en) * 2004-03-05 2006-04-11 Ford Global Technologies, Llc System and method for controlling valve timing of an engine with cylinder deactivation
US7000602B2 (en) * 2004-03-05 2006-02-21 Ford Global Technologies, Llc Engine system and fuel vapor purging system with cylinder deactivation
US7028670B2 (en) * 2004-03-05 2006-04-18 Ford Global Technologies, Llc Torque control for engine during cylinder activation or deactivation
US7044885B2 (en) * 2004-03-05 2006-05-16 Ford Global Technologies, Llc Engine system and method for enabling cylinder deactivation
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Also Published As

Publication number Publication date
WO1988002065A1 (en) 1988-03-24
DE3631284C1 (de) 1987-04-16
ES2004778A6 (es) 1989-02-01
RU1806281C (ru) 1993-03-30
JPS63502685A (ja) 1988-10-06
JPH0321733B2 (ru) 1991-03-25
CN1004719B (zh) 1989-07-05
CN87106281A (zh) 1988-05-04
US4860716A (en) 1989-08-29
DE3760480D1 (en) 1989-09-28
EP0281572A1 (de) 1988-09-14

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