EP0561740B1 - Method of operation of a Diesel engine and such Diesel engine - Google Patents
Method of operation of a Diesel engine and such Diesel engine Download PDFInfo
- Publication number
- EP0561740B1 EP0561740B1 EP93810182A EP93810182A EP0561740B1 EP 0561740 B1 EP0561740 B1 EP 0561740B1 EP 93810182 A EP93810182 A EP 93810182A EP 93810182 A EP93810182 A EP 93810182A EP 0561740 B1 EP0561740 B1 EP 0561740B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- injection
- fuel
- combustion
- maximum
- 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.)
- Revoked
Links
Images
Classifications
-
- 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
- F02B3/08—Methods of operating
-
- 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
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
-
- 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
- a large number of methods and devices for injecting and igniting diesel fuel in an internal combustion engine are known and customary.
- the fuel is brought to a certain injection pressure by means of a pump and the injection valve is opened at the same time.
- the valve like the injection pump, can be actuated by a device synchronized with the engine.
- Design variants are also common in which the valve opens automatically as a function of the fuel pressure as soon as a certain pressure value is exceeded.
- injection valves are opened by the injection pump at the beginning of the pressure build-up and closed again after the pressure has dropped.
- the opening value is usually around 20% or 30% of the maximum working pressure of the fuel pump.
- TDC top dead center
- Such motors have good efficiency.
- parameters that ensure good efficiency are often suitable for producing bad emission values (especially NO x ). This includes, for example, temperature, excess oxygen during combustion, combustion pressure and combustion duration.
- the invention has for its object to avoid the disadvantages of the known, in particular to create a method of the type mentioned that reduces the pollutant emission of NO x with high efficiency.
- the invention provides for the fuel to be injected into the combustion chamber only when the fuel pressure has reached at least 75% and advantageously between about 80% and 90% of its maximum injection pressure. This shortens the injection time, better distribution of the fuel in smaller droplets and thereby faster gasification of the fuel. This in turn leads to homogeneous conditions in the combustion chamber and guarantees even combustion.
- the combustible mixture is generated in a much shorter period of time.
- the delay for pre-combustion reactions between the hydrocarbons and the oxygen is also shortened and the combustion is optimized. Significant improvement can already be achieved if the valve is only opened when the fuel pressure has reached at least 80% of its maximum injection pressure.
- fuel is supplied to the combustion chamber 2 of a schematically illustrated diesel engine through an injection valve 1.
- the injection valve 1 is opened by a control arrangement 3 at the desired point in time of the combustion cycle.
- the injection valve 1 is supplied with fuel by a pump 4, the pump 4 also being controlled as a function of the crankshaft angle or the respective point in time of the engine cycle.
- the fuel pressure generated by the pump 4 is a maximum of about 1000 to 1500 atm (atmospheres).
- the injection valve 1 While in conventional diesel engines the injection valve opens at the beginning of the pressure build-up by the pump 4 (at the latest at 200-300 atm), it is provided according to the invention that the injection valve 1 only opens at the time T1 when the fuel pressure applied to the injection valve is already about 1000 atm, ie has reached approximately 83% of the maximum pressure of approximately 1200 atm. Due to the high pressure, the diesel fuel is injected into the combustion chamber 2 at an extraordinarily high speed and above all with the smallest droplet diameter, so that the combustion process is optimized and, above all, shortened. The injection valve 1 closes again at T2, the fuel pressure still being approximately 900-950 atm, ie over 70% of the maximum pressure. This ensures that large drops of fuel are not injected in the closing phase, which can impair the combustion process in this phase.
- the pressure increase in the combustion chamber of an engine operated according to the invention takes place continuously until the time of ignition and gradually flattens out.
- the ignition point tz is relatively late, so that the expansion of the ignited gas cloud falls into the engine's expansion phase. This ensures that there is no significant increase in pressure after ignition, which avoids additional heating due to pressure increase during combustion. In this way, pollutant emissions, especially the NO x content in the exhaust gas, can be drastically reduced in an optimal way.
- the compression pressure of the engine must be increased to a value that enables late ignition and gas expansion in the engine's expansion phase.
- Figure 4 shows a comparative test on a conventional diesel engine.
- the engine was operated at various speed / load ratios 1 to 8 and the NO x emissions were measured and plotted in grams of NO x / kWh.
- the top curve shows Test 1, in which the engine is unchanged was operated.
- the opening pressure of the injection valve is 280 atm; the injection begins to build up at 20 ° before TDC and the compression ratio is 1:13.
- the injection pressure is still at 280 atm; Now, however, the injection only begins to build up at 14 ° before TDC and inject in the TDC area. This shifts the timing of the ignition so that the combustion falls into the engine's expansion phase. In this test, there is no increase in pressure in the cylinder after ignition.
- the compression ratio is 1:18.
- the NO x emissions can be reduced to about half the value in the simplest way and without major changes to the engine. Only an insignificant, in practice negligible increase in consumption was observed.
Description
Verfahren und Vorrichtungen zum Einspritzen und Zünden von Dieseltreibstoff in einen Verbrennungsmotor sind in Vielzahl bekannt und gebräuchlich. In der Praxis wird dabei der Treibstoff mittels einer Pumpe auf einen bestimmten Einspritzdruck gebracht und gleichzeitig das Einspritzventil geöffnet. Das Ventil kann dabei ebenso wie die Einspritzpumpe durch eine mit dem Motor synchronisierte Einrichtung betätigt werden. Es sind auch Ausführungsvarianten gebräuchlich, bei denen das Ventil in Abhängigkeit vom Treibstoffdruck automatisch öffnet, sobald ein bestimmter Druckwert überschritten wird.A large number of methods and devices for injecting and igniting diesel fuel in an internal combustion engine are known and customary. In practice, the fuel is brought to a certain injection pressure by means of a pump and the injection valve is opened at the same time. The valve, like the injection pump, can be actuated by a device synchronized with the engine. Design variants are also common in which the valve opens automatically as a function of the fuel pressure as soon as a certain pressure value is exceeded.
In der Praxis werden Einspritzventile heute zu Beginn des Druckaufbaus durch die Einspritzpumpe geöffnet und nach Absinken des Drucks wieder geschlossen. Bei druckgesteuerten Ventilen liegt der Oeffnungswert in der Regel bei etwa 20% oder 30% des maximalen Arbeitsdrucks der Treibstoffpumpe.In practice, injection valves are opened by the injection pump at the beginning of the pressure build-up and closed again after the pressure has dropped. With pressure-controlled valves, the opening value is usually around 20% or 30% of the maximum working pressure of the fuel pump.
Das Luft-Treibstoff-Gemisch wird sodann im Zylinder weiter komprimiert und kommt dann zur Zündung. Bei bekannten Motoren baut sich dabei unmittelbar nach dem oberen Totpunkt (OT) des Kolbens im Zylinder ein Verbrennungsdruck auf, der wenigstens das 1,5 bis 2-fache des Kompressionsdrucks des Motors beträgt.The air-fuel mixture is then further compressed in the cylinder and then comes to ignition. In known engines, immediately after top dead center (TDC) of the piston, a combustion pressure builds up in the cylinder that is at least 1.5 to 2 times the compression pressure of the engine.
Derartige Motoren weisen einen guten Wirkungsgrad auf. Auf der anderen Seite sind Parameter, die guten Wirkungsgrad gewährleisten, häufig geeignet, schlechte Emissionswerte (vor allem NOx) hervorzurufen. Dazu gehört z.B. Temperatur, Sauerstoffüberschuss bei der Verbrennung, Verbrennungsdruck und Verbrennungsdauer.Such motors have good efficiency. On the other hand, parameters that ensure good efficiency are often suitable for producing bad emission values (especially NO x ). This includes, for example, temperature, excess oxygen during combustion, combustion pressure and combustion duration.
Um NOx Erzeugung zu reduzieren, sind verschiedene Methoden bekannt:There are various methods to reduce NO x generation known:
Es wurde vorgeschlagen, Auspuffgase zu rezirkulieren, um die O₂ Konzentration und damit die Maximal-Temperatur zu reduzieren; es wurde vorgeschlagen, in die Ansaugluft Wasser zu sprühen, um die Kompressions-Temperatur zu reduzieren und die O₂ Konzentration zu verringern. Es wurde auch schon vorgeschlagen, den Zeitpunkt der Einspritzung zu verzögern, um im Motorzyklus die Zeit für die NOx Bildung zu verringern.It has been proposed to recirculate exhaust gases to reduce the O₂ concentration and thus the maximum temperature; it has been proposed to spray water into the intake air to reduce the compression temperature and reduce the O₂ concentration. It has also been proposed to delay the timing of the injection to reduce the time for NO x formation in the engine cycle.
Aus der US-A-4,883,032, die den nächstkommenden Stand der Technik bildet, ist es bekannt, hohe Kompressionsdrücke für Dieselmotoren anzuwenden und die Mischung des Luft-Treibstoff-Gemisches zu beschleunigen. Ausserdem soll der Dieselkraftstoff mit einem relativ hohen Druck von gleich oder grösser 1100 bar (16 x 10³ psi) durch speziell festgelegte Einspritzöffnungen eingespritzt werden. Die Zündung wird dabei auf TDC 2° bis 5° festgelegt. Dabei wird aber ein relativ grosser Druckanstieg nach dem Einsetzen der Verbrennung zugelassen, wie sich insbesondere aus Abbildung 7 ergibt.From US-A-4,883,032, which forms the closest prior art, it is known to use high compression pressures for diesel engines and to accelerate the mixing of the air-fuel mixture. In addition, the diesel fuel should be injected at a relatively high pressure of equal to or greater than 1100 bar (16 x 10³ psi) through specially defined injection openings. The ignition is set to
Alle diese bekannten Verfahren sind einerseits aufwendig und erfordern zusätzliche Vorrichtungen und können andererseits den Wirkungsgrad des Motors reduzieren.All these known methods are complex on the one hand and require additional devices and on the other hand can reduce the efficiency of the motor.
Der Erfindung liegt die Aufgabe zugrunde, die Nachteile des Bekannten zu vermeiden, insbesondere also ein Verfahren der eingangs genannten Art zu schaffen, das bei hohem Wirkungsgrad die Schadstoffemission von NOx verringert.The invention has for its object to avoid the disadvantages of the known, in particular to create a method of the type mentioned that reduces the pollutant emission of NO x with high efficiency.
Erfindungsgemäss wird diese Aufgabe in erster Linie gemäss den Patentansprüchen gelöst.According to the invention, this object is achieved primarily in accordance with the patent claims.
Durch die erfindungsgemässen Massnahmen wird eine Mehrzahl von Parametern des Verbrennungsvorgangs in vorteilhafter Weise verändert:The measures according to the invention advantageously change a plurality of parameters of the combustion process:
Durch die Begrenzung des Druckanstiegs während der Verbrennung wird erreicht, dass während der Verbrennung kein druckbedingter zusätzlicher Temperaturanstieg bzw. eine Temperaturüberhöhung stattfindet, wodurch vor allem die Erzeugung von NOx wesentlich verringert wird. Statt eines scharfen Druck- und Temperaturanstiegs bei Beginn der Energiefreigabe erfolgt ein kontrollierter Verbrennungsvorgang im Zylinder, der durch gleichzeitige Volumenvergrösserung bei Absenkung des Kolbens eine etwa konstante oder vorteilhafter Weise sogar leicht abfallende Druckkurve ermöglicht. Dies bedingt höhere Verdichtung des Motors, wobei sich vor allem Verdichtungsverhältnisse von 1:16 bis 1:20, vorzugsweise 1:18 bis 1:20 und/oder eine Verdichtung auf 175 oder 180 bar bewährt haben. Der Motor wird dabei auf diese hohen Verdichtungswerte verdichtet und es wird in der Expansionsphase der Zündvorgang herbeigeführt.By limiting the pressure rise during the combustion, it is achieved that no additional pressure-related temperature rise or a temperature rise takes place during the combustion, which in particular significantly reduces the generation of NO x . Instead of a sharp rise in pressure and temperature at the start of the energy release, there is a controlled combustion process in the cylinder which, by simultaneously increasing the volume while lowering the piston, enables an approximately constant or advantageously even slightly decreasing pressure curve. This requires higher compression of the engine, whereby compression ratios of 1:16 to 1:20, preferably 1:18 to 1:20 and / or compression to 175 or 180 bar have proven successful. The engine is compressed to these high compression values and the ignition process is brought about in the expansion phase.
Gleichzeitig ist erfindungsgemäss vorgesehen, den Treibstoff erst in den Verbrennungsraum einzuspritzen, wenn der Treibstoffdruck wenigstens 75% und vorteilhaft zwischen etwa 80% und 90% seines maximalen Einspritzdrucks erreicht hat. Dies bewirkt eine Verkürzung der Einspritzdauer, bessere Verteilung des Treibstoffs in kleineren Tröpfchen und dadurch eine schnellere Vergasung des Treibstoffs. Dies wiederum führt zu homogenen Verhältnissen im Brennraum und gewährleistet gleichmässige Verbrennung. Das verbrennbare Gemisch wird in einer wesentlich kürzeren Zeitspanne erzeugt. Ausserdem wird die Verzögerung für Vorverbrennungs-Reaktionen zwischen den Kohlenwasserstoffen und dem Sauerstoff verkürzt und die Verbrennung optimiert. Wesentliche Verbesserung lässt sich dabei bereits erreichen, wenn das Ventil erst geöffnet wird, wenn der Treibstoff-Druck wenigstens 80% seines maximalen Einspritzdrucks erreicht hat.At the same time, the invention provides for the fuel to be injected into the combustion chamber only when the fuel pressure has reached at least 75% and advantageously between about 80% and 90% of its maximum injection pressure. This shortens the injection time, better distribution of the fuel in smaller droplets and thereby faster gasification of the fuel. This in turn leads to homogeneous conditions in the combustion chamber and guarantees even combustion. The combustible mixture is generated in a much shorter period of time. The delay for pre-combustion reactions between the hydrocarbons and the oxygen is also shortened and the combustion is optimized. Significant improvement can already be achieved if the valve is only opened when the fuel pressure has reached at least 80% of its maximum injection pressure.
Die Erfindung ist im folgenden in Ausführungsbeispielen anhand der Zeichnungen näher erläutert. Es zeigen:
Figur 1- die schematische Darstellung eines Ausschnitts aus einem Verbrennungsmotor,
Figur 2- den Verlauf der Ventilöffnung in Abhängigkeit vom Treibstoffdruck,
Figur 3- die schematische Darstellung des Druckverlaufs im Verbrennungsraum des Dieselmotors zum Zeitpunkt der Zündung und
Figur 4- ein Diagramm mit Vergleichswerten von NOx-Anteil im Abgas eines Verbrennungsmotors bei verschiedenen Betriebsbedingungen.
- Figure 1
- the schematic representation of a section of an internal combustion engine,
- Figure 2
- the course of the valve opening depending on the fuel pressure,
- Figure 3
- the schematic representation of the pressure curve in the combustion chamber of the diesel engine at the time of ignition and
- Figure 4
- a diagram with comparative values of NO x content in the exhaust gas of an internal combustion engine under different operating conditions.
Wie in Figur 1 schematisch dargestellt ist, wird durch ein Einspritzventil 1 Treibstoff dem Verbrennungsraum 2 eines schematisch dargestellten Dieselmotors zugeführt. Das Einspritzventil 1 wird durch eine Steueranordnung 3 im gewünschten Zeitpunkt des Verbrennungszyklus geöffnet. Das Einspritzventil 1 wird von einer Pumpe 4 mit Treibstoff versorgt, wobei die Pumpe 4 ebenfalls in Abhängigkeit vom Kurbelwellen-Winkel bzw. vom jeweiligen Zeitpunkt des Motor-Zyklus gesteuert wird. Der durch die Pumpe 4 erzeugte Treibstoffdruck beträgt maximal etwa 1000 bis 1500 atm (Atmosphären).As shown schematically in FIG. 1, fuel is supplied to the
(Der Maximaldruck schwankt bei verschiedenen Motorentypen von ca. 200 atm bis 1700 atm. In gleicher Weise kann die Anstiegscharakteristik der Treibstoff-Druckkurve variieren.)(The maximum pressure fluctuates for different engine types from approx. 200 atm to 1700 atm. In the same way, the increase characteristic of the fuel pressure curve can vary.)
Der Verlauf des Treibstoff-Drucks ist in Figur 2 dargestellt. Während bei herkömmlichen Dieselmotoren das Einspritzventil zu Beginn des Druckaufbaus durch die Pumpe 4 öffnet (spätestens bei 200 - 300 atm), ist erfindungsgemäss vorgesehen, dass das Einspritzventil 1 erst zum Zeitpunkt T1 öffnet, wenn der am Einspritzventil anliegende Treibstoffdruck bereits etwa 1000 atm, d.h. etwa 83 % des Maximaldrucks von ca. 1200 atm erreicht hat. Durch den hohen Druck wird der Dieseltreibstoff mit ausserordentlich hoher Geschwindigkeit und vor allem mit kleinstem Tröpfchendurchmesser in den Verbrennungsraum 2 eingespritzt, so dass der Verbrennungsablauf optimiert und vor allem auch verkürzt wird. Das Einspritzventil 1 schliesst wieder bei T2, wobei der Treibstoffdruck immer noch ca. 900 - 950 atm, also über 70 % des Maximaldrucks beträgt. Dies gewährleistet, dass nicht in der Schliessphase noch grosse Treibstoff-Tropfen eingespritzt werden, welchen den Verbrennungsablauf in dieser Phase beeinträchtigen können.The course of the fuel pressure is shown in Figure 2. While in conventional diesel engines the injection valve opens at the beginning of the pressure build-up by the pump 4 (at the latest at 200-300 atm), it is provided according to the invention that the
Unabhängig vom spezifischen Maximaldruck eines bestimmten Motor-Typs wird durch die relative Anhebung des Drucks während der Einspritzphase das Schadstoffverhalten des Motors verbessert.Regardless of the specific maximum pressure of a particular engine type, the relative increase in pressure during the injection phase improves the engine's pollutant behavior.
Aus Figur 3 ist ersichtlich, dass der Druckanstieg im Verbrennungsraum eines erfindungsgemäss betriebenen Motors bis zum Zeitpunkt der Zündung kontinuierlich erfolgt und allmählich abflacht. Der Zündzeitpunkt tz ist relativ spät, so dass die Expansion der gezündeten Gaswolke in die Expansionsphase des Motors fällt. Dadurch wird erreicht, dass nach der Zündung kein wesentlicher Druckanstieg erfolgt, wodurch zusätzliche Erhitzung durch Druckzunahme während der Verbrennung vermieden wird. Auf diese Weise lässt sich optimal einfach der Schadstoffausstoss, vor allem der NOx-Anteil im Abgas drastisch reduzieren. Dies lässt sich mit einfachen Mitteln erreichen: der Kompressionsdruck des Motors muss auf einen Wert erhöht werden, der die späte Zündung und die Gasausdehnung in der Expansionsphase des Motors ermöglicht. Es müssten also lediglich die wichtigsten Verbrennungsparameter, wie Kompressionsdruck, Einspritzung des Treibstoffs und Zündung derart gesteuert werden, dass der Gesamtdruck im Zylinder bestehend aus Kompressionsdruck und Verbrennungsdruck den maximalen Kompressionsdruck nicht wesentlich übersteigt, dass also keine weitere Druckzunahme nach der Zündung erfolgt. Ein leichter Anstieg, z.B. um 10% lässt sich dabei manchmal nicht vermeiden. Besonders optimal ist es aber, wenn vom Zeitpunkt der Zündung an der Druck im Verbrennungsraum nicht mehr ansteigt sondern möglichst sogar etwas abfällt, wie dies im Diagramm gemäss Figur 3 gezeigt ist.It can be seen from FIG. 3 that the pressure increase in the combustion chamber of an engine operated according to the invention takes place continuously until the time of ignition and gradually flattens out. The ignition point tz is relatively late, so that the expansion of the ignited gas cloud falls into the engine's expansion phase. This ensures that there is no significant increase in pressure after ignition, which avoids additional heating due to pressure increase during combustion. In this way, pollutant emissions, especially the NO x content in the exhaust gas, can be drastically reduced in an optimal way. This can be achieved with simple means: the compression pressure of the engine must be increased to a value that enables late ignition and gas expansion in the engine's expansion phase. It would therefore only be necessary to control the most important combustion parameters, such as compression pressure, fuel injection and ignition, in such a way that the total pressure in the cylinder consisting of compression pressure and combustion pressure does not significantly exceed the maximum compression pressure, so that there is no further pressure increase after ignition. A slight increase, e.g. by 10%, can sometimes not be avoided. It is particularly optimal, however, if the pressure in the combustion chamber no longer rises from the time of ignition, but even drops as much as possible, as shown in the diagram in FIG. 3.
Figur 4 zeigt einen Vergleichstest an einem konventionellen Dieselmotor. Der Motor wurde bei verschiedenen Drehzahl/Lastverhältnissen 1 bis 8 betrieben und dabei wurde der NOx-Ausstoss in Gramm NOx/kWh gemessen und aufgetragen. Die oberste Kurve zeigt den Test 1, bei dem der Motor ohne Veränderung betrieben wurde. Der Oeffnungsdruck des Einspritzventils beträgt dabei 280 atm; die Einspritzung beginnt bei 20° vor OT Druck aufzubauen und das Verdichtungsverhältnis beträgt 1:13.Figure 4 shows a comparative test on a conventional diesel engine. The engine was operated at various speed /
Beim zweiten Test wurden die ersten beiden Parameter gleichgelassen und lediglich das Verdichtungsverhältnis auf 1:16 erhöht. Ersichtlicherweise ist dabei bereits eine Abnahme des NOx-Gehalts zu verzeichnen.In the second test, the first two parameters were left unchanged and only the compression ratio was increased to 1:16. It can be seen that there is already a decrease in the NO x content.
Beim dritten Test ist der Einspritzdruck immer noch bei 280 atm; jetzt beginnt jedoch die Einspritzung erst bei 14° vor OT Druck aufzubauen und im Bereich von OT einzuspritzen. Dadurch wird der Zeitpunkt der Zündung so verschoben, dass die Verbrennung in die Expansionsphase des Motors fällt. Bei diesem Test findet keine Druckzunahme im Zylinder nach der Zündung statt. Das Verdichtungsverhältnis beträgt 1:18.In the third test, the injection pressure is still at 280 atm; Now, however, the injection only begins to build up at 14 ° before TDC and inject in the TDC area. This shifts the timing of the ignition so that the combustion falls into the engine's expansion phase. In this test, there is no increase in pressure in the cylinder after ignition. The compression ratio is 1:18.
Beim untersten und letzten Test wurde der Zeitpunkt der Einspritzung und das Verdichtungsverhältnis des Tests 3 übernommen. Der Oeffnungsdruck des Ventils wurde aber auf 900 atm angehoben, was ersichtlicherweise noch einmal eine Absenkung des NOx-Ausstosses bewirkt.In the lowest and last test, the time of injection and the compression ratio of
Wie das Diagramm gemäss Figur 4 ergibt, lässt sich auf einfachste Weise und ohne grosse Aenderungen am Motor eine Reduzierung des NOx-Ausstosses auf etwa den halben Wert erreichen. Dabei wurde nur ein unwesentlicher, in der Praxis zu vernachlässigender Anstieg des Verbrauchs beobachtet.As the diagram in FIG. 4 shows, the NO x emissions can be reduced to about half the value in the simplest way and without major changes to the engine. Only an insignificant, in practice negligible increase in consumption was observed.
Claims (3)
- A method of operating a Diesel engine- with a fuel injection arrangement with a compression ratio of at least 1:16 to 1:20, preferably about 1:18- and a means for controlling the time of injection or ignition and the injection pressure,- wherein the maximum fuel pressure is about 1000 - 1500 bars and the fuel is injected into the combustion chamber only when the fuel pressure has reached at least 75% of its maximum injection pressure,
characterised in that- the cylinder volume is compressed to 175 or 180 bars, and- the fuel is burnt in the cylinder at a pressure which does not exceed the pressure which obtains when combustion begins. - A method according to claim 1 characterised in that the fuel is injected only at at least 80% of its maximum pressure.
- A Diesel engine- having an injection arrangement, with a maximum fuel pressure of 1000 - 1500 bars- and having at least one means for controlling the time of injection and the injection pressure,- wherein the fuel injection arrangement is designed for injection of the fuel after at least 75% of the maximum injection pressure is attained,- and having a compression ratio of at least 1:16 to 1:20, preferably about 1:18,
characterised in that- final compression pressure is 175 or 180 bars,- and that injection or ignition occurs at such a time that the total pressure in the cylinder does not exceed the pressure obtaining when combustion begins.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP95116260A EP0698729A1 (en) | 1992-03-20 | 1993-03-12 | Method of operating a Diesel engine and Diesel engine |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CH90192 | 1992-03-20 | ||
| CH901/92 | 1992-03-20 |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP95116260.1 Division-Into | 1993-03-12 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0561740A1 EP0561740A1 (en) | 1993-09-22 |
| EP0561740B1 true EP0561740B1 (en) | 1996-05-15 |
Family
ID=4197819
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP93810182A Revoked EP0561740B1 (en) | 1992-03-20 | 1993-03-12 | Method of operation of a Diesel engine and such Diesel engine |
| EP95116260A Withdrawn EP0698729A1 (en) | 1992-03-20 | 1993-03-12 | Method of operating a Diesel engine and Diesel engine |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP95116260A Withdrawn EP0698729A1 (en) | 1992-03-20 | 1993-03-12 | Method of operating a Diesel engine and Diesel engine |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US5522359A (en) |
| EP (2) | EP0561740B1 (en) |
| JP (1) | JPH0642374A (en) |
| DE (1) | DE59302555D1 (en) |
| DK (1) | DK0561740T3 (en) |
| FI (1) | FI931221A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2107224A1 (en) | 2008-04-01 | 2009-10-07 | Volkswagen AG | Compression ignition combustion engine |
| DE102009043480A1 (en) | 2009-09-30 | 2011-03-31 | Volkswagen Ag | Method for operating internal combustion engine of motor vehicle, involves flowing supercharged air in cylinder through inlet device with two inlet channels and assigned inlet valve |
| DE102009043479A1 (en) | 2009-09-30 | 2011-03-31 | Volkswagen Ag | Self-igniting internal combustion engine has cylinder, injection system for direct fuel injection in combustion chamber of cylinder and exhaust gas turbocharger |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3622446B2 (en) | 1997-09-30 | 2005-02-23 | 日産自動車株式会社 | Diesel engine combustion control system |
| US6557503B2 (en) * | 2001-08-08 | 2003-05-06 | General Electric Co. | Method for lowering fuel consumption and nitrogen oxide emissions in two-stroke diesel engines |
| US7663283B2 (en) * | 2003-02-05 | 2010-02-16 | The Texas A & M University System | Electric machine having a high-torque switched reluctance motor |
| US6935304B1 (en) | 2004-03-17 | 2005-08-30 | International Engine Intellectual Property Company, Llc | Increasing the duration of peak combustion pressure in cylinders of a diesel engine using fuel injection control strategies |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3125076A (en) * | 1964-03-17 | Constant pressure combustion autoignition engine | ||
| DE67207C (en) * | 1892-09-01 | 1893-02-23 | R. DIESEL in Berlin NW., Brücken-Allee 15. Vom 28. Fe-• bruar 1892 ab | WORKING PROCEDURES AND DESIGN FOR COMBUSTION ENGINES |
| US2534322A (en) * | 1949-11-22 | 1950-12-19 | Diesel Power Inc | Method of operating diesel-type internal-combustion engines |
| US4359025A (en) * | 1979-12-10 | 1982-11-16 | Stefan Zeliszkewycz | Continuous flow fuel injector for internal combustion engines |
| DE3032656A1 (en) * | 1980-08-29 | 1982-04-29 | Willibald 8000 München Hiemer | Petrol drive IC-engine - has combination of injection timing and supercharging to give compression ignition with high torque |
| US4674448A (en) * | 1985-07-04 | 1987-06-23 | Sulzer Brothers Limited | Fuel injection system for a multi-cylinder reciprocating internal combustion engine |
| US4899699A (en) * | 1988-03-09 | 1990-02-13 | Chinese Petroleum Company | Low pressure injection system for injecting fuel directly into cylinder of gasoline engine |
| US4883032A (en) * | 1989-01-23 | 1989-11-28 | Ford Motor Company | In-cylinder control of particulates and nitric oxide for diesel engine |
| US4924828A (en) * | 1989-02-24 | 1990-05-15 | The Regents Of The University Of California | Method and system for controlled combustion engines |
| US5012786A (en) * | 1990-03-08 | 1991-05-07 | Voss James R | Diesel engine fuel injection system |
| US5265562A (en) * | 1992-07-27 | 1993-11-30 | Kruse Douglas C | Internal combustion engine with limited temperature cycle |
-
1993
- 1993-03-12 EP EP93810182A patent/EP0561740B1/en not_active Revoked
- 1993-03-12 DK DK93810182.1T patent/DK0561740T3/en not_active Application Discontinuation
- 1993-03-12 DE DE59302555T patent/DE59302555D1/en not_active Revoked
- 1993-03-12 EP EP95116260A patent/EP0698729A1/en not_active Withdrawn
- 1993-03-19 FI FI931221A patent/FI931221A/en unknown
- 1993-03-19 JP JP5060407A patent/JPH0642374A/en active Pending
-
1995
- 1995-03-01 US US08/396,587 patent/US5522359A/en not_active Expired - Fee Related
Non-Patent Citations (1)
| Title |
|---|
| J.B. HEYWOOD,"INTERNATIONAL COMBUSTION ENGINE FUNDAMENTALS", 1988, MCGRAW-HILL BOOK COMPANY, NEW YORK, USA * |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2107224A1 (en) | 2008-04-01 | 2009-10-07 | Volkswagen AG | Compression ignition combustion engine |
| DE102008016600A1 (en) | 2008-04-01 | 2009-10-08 | Volkswagen Ag | Auto-ignition internal combustion engine |
| DE102009043480A1 (en) | 2009-09-30 | 2011-03-31 | Volkswagen Ag | Method for operating internal combustion engine of motor vehicle, involves flowing supercharged air in cylinder through inlet device with two inlet channels and assigned inlet valve |
| DE102009043479A1 (en) | 2009-09-30 | 2011-03-31 | Volkswagen Ag | Self-igniting internal combustion engine has cylinder, injection system for direct fuel injection in combustion chamber of cylinder and exhaust gas turbocharger |
Also Published As
| Publication number | Publication date |
|---|---|
| EP0561740A1 (en) | 1993-09-22 |
| JPH0642374A (en) | 1994-02-15 |
| FI931221A0 (en) | 1993-03-19 |
| FI931221A (en) | 1993-09-21 |
| US5522359A (en) | 1996-06-04 |
| DK0561740T3 (en) | 1996-09-30 |
| DE59302555D1 (en) | 1996-06-20 |
| EP0698729A1 (en) | 1996-02-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| DE19642653C5 (en) | Process for forming an ignitable fuel / air mixture | |
| DE602004012478T2 (en) | Apparatus and method for controlling multiple injection and variable valve timing in a direct injection internal combustion engine | |
| EP0911511B1 (en) | Method of injection of fuel into the combustion chamber of a diesel engine | |
| EP1180211B1 (en) | Method for injecting fuel and injection valve for carrying out said method | |
| DE10213025B4 (en) | Auto-ignition internal combustion engine | |
| DE112006002990T5 (en) | Method and device for operating a spark-ignited internal combustion engine with direct injection | |
| EP1323908B1 (en) | Method for operating an engine | |
| EP1703112B1 (en) | Method for heating a catalyst of an internal combustion engine | |
| DE2615643A1 (en) | PROCEDURE FOR OPERATING AN EXTERNAL IGNITION ENGINE AND COMBUSTION ENGINE FOR CARRYING OUT THIS PROCEDURE | |
| DE19815266A1 (en) | Procedure for injecting fuel into IC engine | |
| WO2021148190A1 (en) | Method for operating an internal combustion engine of a motor vehicle, in particular a car | |
| EP0561740B1 (en) | Method of operation of a Diesel engine and such Diesel engine | |
| EP1055061B1 (en) | Method of producing a mixture in the combustion chamber of an internal combustion engine | |
| EP0527362B2 (en) | Method and device for reducing nitrogen oxide emissions from internal combustion engines | |
| DE60224788T2 (en) | PROCESS FOR PURELY INJECTING FLUID INTO A COMBUSTION ENGINE | |
| DE10321794A1 (en) | Method for operating an internal combustion engine | |
| DE4135135A1 (en) | SELF-IGNITIONING PISTON COMBUSTION ENGINE | |
| DE2009365A1 (en) | Fuel injection device for a diesel engine | |
| DE1451640A1 (en) | Combustion chamber for internal combustion engines | |
| DE10033597C2 (en) | Method for operating a diesel engine | |
| DE10040117A1 (en) | Method for operating a diesel engine | |
| DE102005039713A1 (en) | Device for flushing the pre-combustion chamber of an internal combustion engine connects the pre-combustion chamber with a suction line via a flow channel and an exhaust gas line via a further flow channel | |
| WO2013023833A1 (en) | Method and device for operating an internal combustion engine | |
| DE10322014A1 (en) | Method for starting an internal combustion engine, in particular a motor vehicle | |
| DE888331C (en) | Piston combustion engine working with internal mixture formation with fresh gas heating by the exhaust gas |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
| AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): DE DK FR GB IT SE |
|
| 17P | Request for examination filed |
Effective date: 19940214 |
|
| 17Q | First examination report despatched |
Effective date: 19940517 |
|
| GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
| GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
| XX | Miscellaneous (additional remarks) | ||
| AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE DK FR GB IT SE |
|
| REF | Corresponds to: |
Ref document number: 59302555 Country of ref document: DE Date of ref document: 19960620 |
|
| ET | Fr: translation filed | ||
| ITF | It: translation for a ep patent filed |
Owner name: LENZI & C. |
|
| GBT | Gb: translation of ep patent filed (gb section 77(6)(a)/1977) |
Effective date: 19960812 |
|
| REG | Reference to a national code |
Ref country code: DK Ref legal event code: T3 |
|
| PLBI | Opposition filed |
Free format text: ORIGINAL CODE: 0009260 |
|
| PLBF | Reply of patent proprietor to notice(s) of opposition |
Free format text: ORIGINAL CODE: EPIDOS OBSO |
|
| 26 | Opposition filed |
Opponent name: MAN B&W DIESEL AKTIENGESELLSCHAFT Effective date: 19970210 |
|
| PLBF | Reply of patent proprietor to notice(s) of opposition |
Free format text: ORIGINAL CODE: EPIDOS OBSO |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: SE Payment date: 19980225 Year of fee payment: 6 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 19980227 Year of fee payment: 6 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DK Payment date: 19980324 Year of fee payment: 6 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 19980325 Year of fee payment: 6 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 19980526 Year of fee payment: 6 |
|
| RDAH | Patent revoked |
Free format text: ORIGINAL CODE: EPIDOS REVO |
|
| RDAG | Patent revoked |
Free format text: ORIGINAL CODE: 0009271 |
|
| STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: PATENT REVOKED |
|
| 27W | Patent revoked |
Effective date: 19980519 |
|
| GBPR | Gb: patent revoked under art. 102 of the ep convention designating the uk as contracting state |
Free format text: 980519 |