EP0663043A1 - Formation controlee de melanges - Google Patents

Formation controlee de melanges

Info

Publication number
EP0663043A1
EP0663043A1 EP92917624A EP92917624A EP0663043A1 EP 0663043 A1 EP0663043 A1 EP 0663043A1 EP 92917624 A EP92917624 A EP 92917624A EP 92917624 A EP92917624 A EP 92917624A EP 0663043 A1 EP0663043 A1 EP 0663043A1
Authority
EP
European Patent Office
Prior art keywords
mixture
fuel
distributor
engine
cup
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Withdrawn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
EP92917624A
Other languages
German (de)
English (en)
Inventor
Beat A. Frei
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.)
FALTAS MIKHAIL William
FREI Beat
Original Assignee
FALTAS MIKHAIL William
FREI Beat
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 FALTAS MIKHAIL William, FREI Beat filed Critical FALTAS MIKHAIL William
Publication of EP0663043A1 publication Critical patent/EP0663043A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M17/00—Carburettors having pertinent characteristics not provided for in, or of interest apart from, the apparatus of preceding main groups F02M1/00 - F02M15/00
    • F02M17/16—Carburettors having continuously-rotating bodies, e.g. surface carburettors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0015—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using exhaust gas sensors
    • F02D35/0046—Controlling fuel supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/06—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by the pressurisation of the fuel being caused by centrifugal force acting on the fuel
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • 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
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • the invention relates to the production of homogeneous mixtures and, in particular, to a method and a mixture former for the continuous production of homogeneous mixtures with a freely selectable composition in a mixing chamber with an inlet, an inlet pipe, a rotating fuel distributor and a mixture outlet.
  • It also relates to the supply of internal combustion engines with ignitable fuel-air mixtures by means of external mixture formation, in particular of gasoline engines, and a control system which are intended in particular for the supply of gasoline engines with lean fuel-air mixtures.
  • the object of the invention is to ensure the continuous production of homogeneous mixtures with a freely selectable composition, in particular of ignitable fuel-air mixtures, and to ensure the correct mixture control while reducing pollutant emissions and fuel consumption with relatively simple, reliable technical means.
  • Another object of the invention is to ensure the automatic control of the mixture formation by the perfect flow control and finest distribution of fuel as well as the uniform mixing with the combustion air with variable air throughput under all necessary operating conditions and in particular in the case of transient operating states.
  • the invention also has the special task of ensuring that lean mixtures are supplied to internal combustion engines, which are homogeneous and have a freely selectable composition with the highest possible excess of air, in order to ensure in particular the optimal operation of gasoline engines in their entire operating range.
  • the method for the production of homogeneous "mixtures according to the invention consists essentially in the combination of the pre-metering and axial introduction of a component of the mixture into the rotating distributor cup with its own motor drive on the one hand and the fine distribution of this component by centrifugal force by means of this distributor cup on the other hand in order to continuously produce homogeneous mixtures with a predetermined composition.
  • the rotating distributor cup is advantageously driven by a motor that is independent of the operating state of the internal combustion engine. and supplied with metered quantities of fuel, so that the composition of the mixture produced in each case can be set in the entire operating range of the internal combustion engine independently of the quantity.
  • a fuel metering valve is operatively connected to a mixture control flap in a previously defined, preferred operating range of the gasoline engine, with fuel being supplied to the rotating distributor via the metering valve, which adapts accordingly to the engine power required in each case are that the gasoline engine at each operating point in the preferred Operating range can be optimally operated, the amount and composition of the mixture with the help of the control flap in connection with the metering valve are continuously adapted to the desired operating point.
  • the quantity and the composition of the mixture are continuously adapted to the desired operating point with the help of the control flap in connection with the metering valve.
  • the control flap is preferably set at each operating point in such a way that the mixture formation and the transport of the mixture in the intake line of the gasoline engine can take place approximately at ambient pressure in most operating points of the preferred operating range.
  • gasoline engines are advantageously supplied with very lean mixtures with an excess of air of at least 50%, which namely have a lambda value of at least 1.5 and are preferably in the range of 1.8 or higher.
  • An engine map is set up in the preferred operating range of the gasoline engine, which determines the optimal setting of the control flap and the fuel metering valve at corresponding operating points, so that the mixture preparation and supply in the preferred operating range of the gasoline engine take place approximately at ambient pressure, reducing fuel consumption and pollutant emissions can be.
  • the outlet of the mixing chamber is preferably adapted to the intake line, so that the fuel mixture can be transported to the gasoline engine with insignificant pressure loss.
  • the preferred range for the operation of the gasoline engine with lean mixtures with a freely selectable composition and the highest possible air excess can advantageously be delimited in advance by gradually scanning the operating range of the gasoline engine at different speeds and loads, the fuel consumption, the mixture, and exhaust gas composition and the intake pressure, in connection with the metering valve adjusts the control flap and sets up an engine map that defines the optimal position of the control flap at the corresponding operating points, so that when operating with the highest possible excess air in the preferred operating range of the gasoline engine, the mixture preparation and supply of the gasoline engine takes place essentially at ambient pressure, the fuel consumption is reduced and the pollutant emissions can be reduced.
  • the amount of air drawn in by the internal combustion engine can either be determined directly, for example with the aid of a hot wire anemometer, or indirectly via the measured intake pressure, the temperature and the engine speed.
  • the control system advantageously has a data processing unit with a microprocessor unit which, in conjunction with a data storage unit, depending on the power required by the gasoline engine and the engine speed, simultaneously the fuel metering valve and a servomotor of the control flap and the ignition of the gasoline engine according to a stored program, that controls a map in the previously defined operating range of the gasoline engine.
  • the microprocessor unit receives input signals on the one hand via corresponding sensors on the gasoline engine, which relate at least to the engine speed, the intake pressure and the temperature of the gasoline engine. On the other hand, it receives additional input signals via sensors from outside which relate at least to the respective ambient pressure and the respective ambient temperature.
  • this microprocessor unit in conjunction with the data storage unit, continuously delivers corresponding control signals for regulating the fuel metering valve, the servomotor of the control flap and the ignition of the gasoline engine, depending on the input signals mentioned, in the preferred operating range of the gasoline engine.
  • the mixture generator essentially comprises a rotating distributor cup with its own drive motor, a distributor plate and a riser cylinder with an upper distributor edge, an inflow pipe with a metering valve and an annular space between the distributor cup and the wall of the mixing chamber, the free one End of the inflow pipe protrudes into the distributor cup without contact and its outlet opening is arranged at an axial distance from the distributor cup.
  • the distributor cup advantageously has a central prechamber which is open at one end and has a bottom at the other end, the free end of the inflow tube projecting axially into the prechamber without contact and its outlet opening being arranged centrally at the axial distance mentioned from this bottom .
  • a control flap with a servomotor is preferably provided such that the composition and the amount of the mixture can be continuously adjusted by means of the metering valve with the aid of this control flap, and the mixture formation and the transport of the mixture can take place approximately at ambient pressure.
  • This control flap is preferably arranged in the region of the outlet of the mixing chamber.
  • the mixing chamber is advantageously designed with the rotating distributor in such a way that it limits an aerodynamically favorable flow path between the air inlet and the mixture outlet.
  • the free end of the drive shaft can also have an axial blind hole which forms the central prechamber mentioned with the floor.
  • the rotating distributor cup can advantageously have a central hollow socket which delimits the central prechamber, the drive shaft forming an annular intermediate chamber with the hollow socket, which via at least a first radial bore with the central prechamber and via a second radial bore with the distribution surface of the Plate communicates. These radial bores can preferably be arranged diametrically opposite one another.
  • the drive motor can advantageously be arranged below the distributor cup, the distributor edge standing free and giving off the fuel radially, so that it mixes with the surrounding air.
  • the distributor cup is advantageously covered by a hood that widens from the air inlet of the mixing chamber in the direction of the distribution edge, so that the air is supplied to the rotating distributor unhindered.
  • Mixing chamber forms a streamlined annular channel between the air inlet and the mixture outlet.
  • the drive motor can also be arranged below the distributor cup and with it within the casing so that the free end of the drive shaft is directed downward and projects axially into the hollow socket of the distributor cup, this cup under the drive motor at the lower end of the protrudes mentioned panel.
  • the drive shaft can extend downward through the drive motor and the hollow connector and have an axial bore and be closed at its lower end so that it forms the central prechamber and the inflow pipe extends downward through this axial bore without contact.
  • the drive shaft extends downward through the drive motor and the hollow connector, its lower end having a blind hole and thus forming an antechamber open at the bottom with an upper floor.
  • the inlet pipe protrudes from below into this antechamber, its outlet opening being at a distance below the floor, the annular intermediate chamber and the radial bores are arranged below the outlet opening and the upper end of the inlet pipe is provided with a deflection head which escaping fuel redirects down to the first hole.
  • an end bushing with an axial bore is then provided such that the inflow pipe extends through this axial bore without contact.
  • the mixture formation according to the invention is based in particular on the combined effect of the continuous metering and axial introduction of the fuel into the rotating distributor cup with a drive motor, on the one hand, with the immediately subsequent removal and distribution of the fuel by centrifugal force, on the other hand.
  • the fuel is first metered continuously and precisely in the inflow pipe, emerging freely from it and thus axially metered into the distributor cup.
  • the fuel is captured directly by the rotating distributor cup, inevitably spread radially by centrifugal force, finely distributed and evenly mixed with the surrounding air flow.
  • Fuel is understood here to mean any suitable liquid or gaseous fuel, fuel or propellant which can give the advantages of the mixture formation according to the invention.
  • the lean mixtures which are suitable for the supply and optimum operation of gasoline engines in the context of the invention are, in particular, those mixtures with a very large excess of air of at least 50%, they preferably having lambda values in the range from 1.6 to 1. Will have 8 or more.
  • the mixture formation according to the invention was carried out with a rotating distributor cup of the type described in more detail below, which is equipped with an electric drive motor at a constant speed, the problem-free mixture formation and regulation of the composition of the mixture being able to be ensured in a large operating range.
  • the rotating distributor cup can also be driven by a motor with adjustable speed in order to further favor the optimally controlled mixture formation in an extended operating range by controlling the speed.
  • Fig. 1 shows schematically a partial longitudinal section through a mixture former according to an embodiment.
  • Fig. 2 shows schematically a partial longitudinal section through a mixture former according to a second embodiment.
  • FIG. 3 shows a variant of the exemplary embodiment according to FIG. 2.
  • FIG. 4 schematically shows the arrangement of the mixture generator on an internal combustion engine.
  • Fig. 5 shows schematically a control system for the operation of a lean burn engine with the mixture generator.
  • a mixing chamber 21 with an air inlet 24 and a mixture outlet 25, an inflow pipe 10 with a metering valve 27, a rotating distributor cup 1 with a drive motor 6 and a control flap 28 with a servomotor 29.
  • Fig. 1 shows the distributor with a rotating distributor cup 1, which is mounted on the drive shaft 5 of an electric drive motor 6, carried with this in an approximately spherical casing 20 and is arranged axially within the mixing chamber 21.
  • the mixing chamber 21 has a curved, rotationally symmetrical wall 22 which is adapted to the cladding 20, forms a streamlined annular channel 23 therewith and is provided with a schematically indicated heating jacket 26.
  • the fixed inflow pipe 10 in operative connection with the metering valve 27 extends axially through the air inlet 24 into the distributor cup 1.
  • the outlet opening 11 of the inflow pipe 10 can be provided with a check valve, not shown, which closes at ambient pressure when the fuel flow is interrupted.
  • a conical hood 30 covers the open top of the distributor cup 1 at a short distance above the distribution edge 16 of the cup 1.
  • the air inlet 24 of the mixing chamber 21 is normally connected to an air filter (not shown), the mixture outlet 25 being connected here to the schematically indicated intake line 31 of a gasoline engine.
  • the wall 22 of the mixing chamber 21 and the cladding 20 of the distributor with the drive motor are arched and adapted to one another, so that the annular channel 23 has a streamlined or aerodynamically favorable flow path between the rounded air inlet 24 around the hood 30 and the panel 20 results up to the mixture outlet 25.
  • the rotary distributor consists of the upwardly open distributor cup 1 with a central hollow pieces 2, an annular distribution plate 3 and a riser cylinder 4 and is mounted on the drive shaft "5 of the engine. 6
  • the hollow connector 2 encloses the free lower end of the drive we + fe 5, which has an axial blind hole and thus delimits a central prechamber 7, which is open at the upper end and has a bottom 8 at the lower end of the blind hole.
  • the inflow pipe 10 projects axially into the central prechamber 7 without contact, its fixed central outlet opening 11 being at a sufficiently large axial distance from the bottom 8 of the prechamber 7 so that the fuel can escape axially from this opening 11 in any desired controlled quantity .
  • An inner annular groove is also provided in the hollow connector 2 so that it forms an annular intermediate chamber 12 with the tubular end of the drive shaft 5, which is connected to the central prechamber 7 via a radial bore 13 in the region of the base 8.
  • the intermediate chamber 12 is connected to the distribution surface 14 via a second radial bore 19 in the hollow connector 2, the bores 13 and 19 being arranged diametrically opposite one another.
  • the distribution plate 3 of the rotating cup 1 has an upper, ring-shaped distribution surface 14 which extends to the base of the rising cylinder 4, which has an upwardly increasing inner rising surface 15.
  • the upper end of the riser surface 15 is further connected via a radially inwardly projecting overflow edge 16 and a subsequent rounded end surface 17 with a distribution edge 18 on the outside of the riser cylinder 4 so that the fuel rising by centrifugal force at the overflow edge 16 radially inwards directed, then fed radially outward via the rounded end face 17 to the distribution edge 18, finely distributed thereon and mixed uniformly with the surrounding air.
  • the drive motor 6 rotates at a high speed of 10,000 rpm, for example, and the fuel is fed in a precisely controlled amount to the central outlet opening 11 via the metering valve 27 and the inflow pipe 10, flows freely from the latter into the antechamber 7, is deflected radially outwards at the bottom 8 and fed to the distribution surface 14 of the plate 3 by centrifugal force via the bore 13, the intermediate chamber 12 and the bore 19.
  • the fuel distributor is thus designed in such a way that the fuel escaping from the fixed central opening 11 is distributed successively by centrifugal force in the prechamber 7, in the intermediate chamber 12, on the distribution surface 14 and the rising surface 15, in the form of a uniform fuel -Films of very small thickness are supplied to the overflow edge 16 and distributed at the distribution edge 18 to extremely small fuel particles (for example drops with a size of 20 microns), radially dispensed and intimately mixed with the air flow in the annular channel 23.
  • the amount of fuel regulated via the metering valve 27 and emerging from the opening 11 is continuously removed by centrifugal force from the central prechamber 7, repeatedly distributed, evenly spread and the inner overflow edge 16 as an extremely thin fuel film fed the at the End face 17 and the distribution edge 18 is completely divided and released radially.
  • the fuel fan part in the mixture is regulated independently of the amount of air sucked in by the metering valve 27.
  • the second exemplary embodiment shown schematically in a similar manner in FIG. 2 essentially corresponds to the first exemplary embodiment described in accordance with FIG. 1, but in this case the 3-fuel distributor 1 is arranged below the drive motor 6 and protrudes from the underside of the covering 220, which here has a conical hood 230.
  • the drive motor 6 is arranged in reverse within this casing 220, the free end of the drive shaft 250 pointing downward, axially projecting into the hollow connector 2 from above and being designed such that it has the central prechamber 270 in a similar manner with a base part 80 limited with the bottom 280 and the lateral bore 13.
  • the top of the covering 220 and the drive motor 6 is covered by a conical hood 230 in the region of the air inlet 24.
  • the drive shaft 250 has an axial bore, the fuel inflow pipe 10 extending through the hood 230 and the shaft 250 without contact and the fuel distributor 1 delimiting a tapered annular channel with a lower conical guide body 240.
  • the fuel distributor 1 also protrudes under the drive motor 6 at the lower end of the casing 220, the lower free end of the drive shaft 350 having an axial blind hole and thus an antechamber 370 open at the bottom with an arranged at the top Bottom 380 and the radial bore 13 forms.
  • the inflow pipe 310 projects axially from below into this antechamber 370 and its outlet opening 31 1 is arranged at a certain distance below the base 380.
  • the radial bore 13, the annular intermediate chamber 12 and the radial bore 19 are arranged below this outlet opening 11, a conical hood 340 being mounted on the inflow pipe 31 here.
  • a deflection head 320 at the upper free end of the inflow pipe 310 redirects the escaping fuel to the circumference of the prechamber 370 and down to the first radial bore 13, a terminating bush 330 having an axial bore being provided at the lower free end of the drive shaft 350, through which the fixed inflow pipe 310 extends into the prechamber 370 without contact.
  • FIG. 4 schematically shows an arrangement of the mixture generator MFD according to the invention on a lean-burn engine LE, here four cylinders C1, C3, C2, C4 are shown in their firing order.
  • the fuel-air mixture is continuously generated from the air A drawn in by the engine LE and the fuel F in the mixture generator MFD and distributed via the intake line IM of the lean-burn engine LE in the cylinders C1-C4, the ignition being controlled by an ignition control signal SC becomes.
  • This mixture generator MFD is equipped according to the invention as described with a metering valve and a control flap and forms a regulated mixture generator which can regulate the quantity and the composition of the mixture precisely and can optimally adapt to all required operating states of the lean engine LE without additional aids.
  • 5 schematically shows a control system with a mixture generator according to the invention for supplying a gasoline engine with lean fuel with a freely selectable composition, the outlet of the mixing chamber being adapted to the intake line of the gasoline engine LE.
  • the control system in Fig. 5 has a data processing unit with a microprocessor unit MPU, which in connection with a data storage unit DSEM (with EPROM and RAM) depending on the performance of the gasoline engine required by the driver and the engine speed, the fuel metering valve and the servo motor Control flap of the Mixture generator MFD and the ignition of the gasoline engine controls according to a stored program that corresponds to a map in a previously defined operating range of the gasoline engine.
  • DSEM data storage unit
  • the microprocessor unit MPU receives input signals on the one hand via corresponding sensors on the gasoline engine LE, which at least correspond to the engine speed RPM, the intake pressure IP and the cooling water temperature WT of the gasoline engine, and on the other hand receives additional input signals via sensors from the outside which correspond at least to the respective ambient pressure AP and the respective ambient temperature AT.
  • the microprocessor unit MPU in connection with the data storage unit DSEM gives depending on these input signals DI, RPM, IP, WT, AP, AT, according to the above-mentioned map in the previously " delimited operating range of the gasoline engine LE, corresponding control signals FM, MC and IC for the control of the fuel_f_ dosing valve, the servomotor of the control flap of the mixture generator or the ignition of the gasoline engine.
  • the characteristic map precisely defines the setting of the control flap, the metering valve and the engine ignition for each operating point by means of predetermined values of the corresponding control signals (MC, FM, IC), so that the gasoline engine is mixed with mixtures in the entire operating range freely selectable composition and maximum air surplus can be operated optimally while reducing fuel consumption and pollutant emissions.
  • Such an automatic control system thus enables optimal vehicle operation with lean fuel mixtures, high efficiency and reduced fuel consumption while reducing pollutant emissions.
  • controllable mixture generator according to the invention, a greatly simplified control system is thus achieved which, with the aid of only three control signals, enables optimal control of the lean-burn engine operation. Both the composition and the amount of the fuel mixture and the ignition can be continuously and automatically adjusted to the optimal conditions for the operation of the engine in question.
  • mixture preparation and supply of gasoline engines provided with lean fuel according to the invention can also be supplemented with suitable means and measures such that the engine continues to work satisfactorily with high lambda values at ambient pressure even at very low load values.
  • variable valve control could be provided for this purpose, for example. Furthermore, the selective return of a small part of the exhaust gases into the intake line could be provided via a corresponding return line with a control valve.
  • the mixture generator according to the invention can also be supplemented in that a compressor is switched on before the air intake of the mixture generator at very high loads such that the lean mixture can still ensure operation with a high lambda value, reduced consumption and reduced pollutant emissions.
  • the control system can also be designed in such a way that the gasoline engine can only be briefly supplied with mixtures with a low lambda value of about 1 at very high loads.
  • Test bench tests were carried out in the context of the invention on a gasoline engine with a controllable mixture generator according to FIG. 1 in connection with a control system according to FIG. 5.
  • the test stand engine was equipped with the mixture generator described, the control system and the necessary measuring equipment, and operated on a test stand with conventional load, speed, pressure and temperature detection, so that the load conditions after the FTP75 cycle were simulated on the test stand can be.
  • the control system for the test bench tests was calibrated so that an excess of air can be maintained in the entire area of the engine map with gasoline-air mixtures, which is between 1, 6 and 1, 8 with lambda values.
  • the test stand engine for the oxidation of unburned hydrocarbons (HC) and carbon monoxide (CO) was followed by a relatively simple oxidation catalyst with a conversion rate of 70%.
  • HC values total unburned hydrocarbons (HC values) including methane were taken into account in the exhaust gas measurements at the outlet of the oxidation catalytic converter.
  • the measured gasoline consumption in the entire lean operating range is considerably lower than with a conventional engine with 3-way catalytic converter. It can also be seen that the characteristics of constant consumption determined from the measurements have a smaller increase with increasing engine speeds than with conventional engines with a 3-way catalytic converter.
  • the determined gasoline consumption with the mean pressure (in bar) varies between 440 gr / kWh at 1 bar and less than 240 gr / kWh at 5 bar.
  • the NOx emissions in the upper load range at an average pressure of more than 3 bar at values of 0.2 to 0.3 gr / kWh and in the lower load range at an average pressure of less than 3 bar at 0.3 to 0.6 gr / kWh.
  • no emission peaks occur in transient operating states.
  • the NOx values (determined according to the CLD method) can be between 20 and 50 ppm.
  • the measured HC emissions are inconsistently distributed in the engine map between 0.25 and 1.2 gr / kWh with individual exceptions up to 3 gr / kWh.
  • the measured CO emissions are usually below the response threshold (100 ppm CO) of the devices used.
  • the HC and CO emissions can be greatly reduced by the use of an oxidising 'catalyst with a higher, common today conversion rate of more than 90%.
  • the measured low HC and CO emissions are already within the strictest American standards (ULEV standards) and can be reduced even further by further developments.
  • the proportion of oxygen in the exhaust gases is also 5% to 9% (even when idling) and thus favors the use of an oxidation catalytic converter with conversion rates of more than 90% even at temperatures around 200 ° C.
  • the invention offers various technical, economic and ecological advantages which are closely linked and are particularly important for the optimal operation of gasoline engines with lean mixtures and can be summarized briefly as follows:
  • C Continuous formation of homogeneous mixtures of freely selectable composition and amount approximately at ambient pressure.
  • D Uniform combustion of homogeneous, ignitable mixtures throughout the combustion chamber.
  • the local reaction temperatures during the combustion of homogeneous mixtures correspond approximately to the adiabatic flame temperature, which with a sufficient excess of air does not significantly exceed the lower decomposition limit of nitrogen (higher than 1800 ° C).
  • the CO and HC emissions in homogeneous combustion thanks to such an external, homogeneous mixture formation are also largely reduced and meet the strictest international exhaust gas regulations when an unregulated oxidation catalytic converter is connected.
  • the gasoline engine responds immediately to transient load changes without any fuel enrichment as a result of the precise, stepless regulation of the mixture quality by means of the metering valve in connection with the control flap.
  • the fuel consumption is considerably reduced thanks to the mixture formation almost at atmospheric pressure and the gas exchange losses and wall heat losses due to the low combustion temperature, which are thus largely reduced.
  • the internal combustion engine is operated efficiently in the entire load range with a very high, variable excess air while reducing fuel consumption and significantly improving the exhaust gas quality, so that a reduction catalytic converter or a regulated three-way catalytic converter becomes superfluous.
  • the invention can be used with particular advantage for the operation of gasoline engines with a very large excess of air with lambda values in the range from 1.5 to 1.8 and more.
  • the generation of homogeneous mixtures according to the invention and the uniform combustion thus achieved likewise offer important practical advantages for other applications, namely for various combustion processes, the course of which is to be regulated while reducing fuel consumption and pollutant emissions.

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  • 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)

Abstract

L'invention concerne la production de mélanges homogènes dont la composition peut être librement choisie. La formation du mélange s'effectue à l'aide d'un récipient-distributeur (1) ayant son propre moteur (6) et des quantités dosées de combustible sont introduites par l'intermédiaire du tuyau d'amenée (10) et de la soupape de dosage (27) dans la chambre primaire (7) du récipient, elles sont ensuite dispersées radialement par la force centrifuge, réparties très finement, puis elles sont mélangées à l'air d'aspiration dans la chambre de mélange (21). La quantité et la composition du mélange sont ajustées au moyen de la soupape de dosage (27) en liaison avec le papillon de réglage (28) de manière que la formation et le transport du mélange s'effectuent à peu près à pression ambiante. Une caractéristique du moteur détermine le réglage optimal de la soupape de dosage et du papillon de réglage pour que le mélange se forme à peu près à pression ambiante tout en améliorant la consommation de carburant et la qualité des gaz d'échappement. En relation avec le système de réglage décrit, l'invention se prête particulièrement à un fonctionnement optimal du moteur à essence avec des mélanges pauvres, à des valeurs lambda d'au moins 1,5 et de 1,8 en général.
EP92917624A 1992-08-21 1992-08-21 Formation controlee de melanges Withdrawn EP0663043A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP1992/001922 WO1994004812A1 (fr) 1992-08-21 1992-08-21 Formation controlee de melanges

Publications (1)

Publication Number Publication Date
EP0663043A1 true EP0663043A1 (fr) 1995-07-19

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP92917624A Withdrawn EP0663043A1 (fr) 1992-08-21 1992-08-21 Formation controlee de melanges

Country Status (4)

Country Link
US (1) US5520864A (fr)
EP (1) EP0663043A1 (fr)
AU (1) AU2439792A (fr)
WO (1) WO1994004812A1 (fr)

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US5520864A (en) 1996-05-28
WO1994004812A1 (fr) 1994-03-03

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