EP1279802A1 - Verbrennungsregelungsvorrichtung für eine Brennkraftmaschine - Google Patents

Verbrennungsregelungsvorrichtung für eine Brennkraftmaschine Download PDF

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Publication number
EP1279802A1
EP1279802A1 EP02291797A EP02291797A EP1279802A1 EP 1279802 A1 EP1279802 A1 EP 1279802A1 EP 02291797 A EP02291797 A EP 02291797A EP 02291797 A EP02291797 A EP 02291797A EP 1279802 A1 EP1279802 A1 EP 1279802A1
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EP
European Patent Office
Prior art keywords
fuel
combustion
mixture
slow oxidation
phase
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP02291797A
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English (en)
French (fr)
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EP1279802B1 (de
Inventor
Bruno Walter
Bertrand Gatellier
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IFP Energies Nouvelles IFPEN
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IFP Energies Nouvelles IFPEN
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Publication of EP1279802A1 publication Critical patent/EP1279802A1/de
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Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • 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
    • F02B7/00—Engines characterised by the fuel-air charge being ignited by compression ignition of an additional fuel
    • F02B7/02—Engines characterised by the fuel-air charge being ignited by compression ignition of an additional fuel the fuel in the charge being liquid
    • 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
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • 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
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/04—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only
    • F02B47/08—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only the substances including exhaust gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F02D41/3041—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F02D41/3041—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug
    • F02D41/3047—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug said means being a secondary injection of fuel

Definitions

  • the present invention relates to a method and a device for controlling combustion for an internal combustion engine.
  • EGR recirculated exhaust gases
  • This combustion is achieved when the homogeneous mixture of fuel, air and possibly recirculated exhaust gases has reached a certain temperature threshold which promotes its combustion by self-ignition (or self-ignition).
  • this type of combustion is characterized by a phase of slow oxidation of the fuel mixture preceding the combustion of this mixture.
  • the present invention proposes to remedy the drawbacks mentioned above by proposing a method of controlling the combustion which makes it possible to obtain the desired timing of this combustion.
  • a method of controlling the combustion by self-ignition of a homogeneous fuel mixture for an internal combustion engine comprising a combustion chamber inside which is carried out a phase of slow oxidation of said mixture beforehand. of the combustion of this mixture, is characterized in that a specific quantity of fuel is introduced into the combustion chamber during the slow oxidation phase of the fuel mixture to lengthen the duration of this phase.
  • the determined quantity of fuel can be introduced during at least one fuel injection.
  • a quantity of fuel less than or equal to 10 mm 3 can be introduced.
  • This quantity of fuel introduced can be between 1 and 8 mm 3 .
  • a fuel mixture comprising fuel, air and recirculated exhaust gases can be produced in the combustion chamber.
  • a fuel mixture can be produced with a maximum rate of recirculated exhaust gases of the order of 0.7.
  • the fuel introduced can be of the petrol or diesel type.
  • the invention also relates to a device for controlling the combustion by self-ignition of a homogeneous fuel mixture for an internal combustion engine comprising a combustion chamber inside which is carried out a phase of slow oxidation of said mixture preceding combustion of the fuel mixture, characterized in that it comprises means for controlling the injection of a determined quantity of fuel during the slow oxidation phase of this mixture.
  • the control means can be the engine computer controlling the fuel injectors.
  • curves A and B show the evolution of the pressure P (in bars) in a combustion chamber of an internal combustion engine of diesel type, as a function of the angle of the crankshaft V (in degrees)
  • curves A ′ and B ′ the evolution of the release of energy E inside this chamber as a function of the crankshaft angle and this respectively without and with the method according to the invention.
  • the combustion chamber is generally delimited by the upper face of a piston, the wall of a cylinder inside which this piston slides, in a linear reciprocating movement, and the internal face of a cylinder head closing the cylinder.
  • curve A shows the evolution of the pressure prevailing in the combustion chamber with a fuel mixture with a richness of the order of 0.96 and comprising diesel fuel, air and a recirculated exhaust rate corresponding to approximately 70% of the total mixture.
  • the fuel is introduced into the combustion chamber by a first injection then, around 320 ° of crankshaft angle, by a second injection to obtain, at approximately 360 °, which corresponds to the high compression dead center (TDC), the almost homogeneous mixture between fuel, air and recirculated gases.
  • TDC high compression dead center
  • the pressure in the combustion chamber will increase substantially linearly to reach a maximum in the vicinity of the top dead center.
  • the applicant has planned to introduce into the combustion chamber, during the slow oxidation phase of the fuel mixture and at a determined time in this phase, a determined quantity of fuel .
  • This fuel is introduced either by a single injection or by a multitude of injections.
  • This late introduction of fuel thus makes it possible to absorb part of the energy released into the combustion chamber by the fuel mixture in the slow oxidation phase, this absorbed energy being used for vaporization of the fuel injected late.
  • This absorbed energy is then reconstituted during the continuation of the process of slow oxidation of the fuel mixture by causing an extension of the duration of this slow oxidation and this, until reaching the necessary characteristics (temperature in particular) to start the combustion of the mixture carbide. Thanks to this, the start of the combustion of the fuel mixture will be offset by the lengthening of the duration of the slow oxidation.
  • the fuel mixture of curves A and A ′ contains around 70% of recirculated exhaust gases and has a richness of the order of 0.96. After combustion of this mixture, the emissions of carbon oxides (CO) were of the order of 40g / kWh.
  • the slow oxidation phase of the fuel mixture begins earlier (around 335 ° of crankshaft angle) and the start of combustion generally occurs after an angular displacement of the crankshaft of about 15 °, which brings the start of combustion in the chamber to around 350 °.
  • the maximum peak of energy release is obtained when the piston has not reached its top dead center position, which causes a disturbance of the engine, in particular in terms of efficiency.
  • the start of the slow oxidation of the fuel mixture also takes place early (point O2) around 335 ° of crankshaft angle but, thanks at the introduction of a determined quantity of fuel into the combustion chamber, the duration of the slow oxidation period is lengthened (indicated OL2 in the figure) to end at point C of the start of combustion of the fuel mixture identical to that of curve A '.
  • this amount of fuel introduced late is less than or equal to 50% of the total amount of fuel introduced and preferably is between 10 to 40% of this total amount.
  • the total quantity as mentioned includes or the fuel injection carried out beforehand in the slow oxidation phase to obtain the homogeneous fuel mixture and the or the injection made during the slow oxidation phase.
  • the quantity of fuel introduced (in two injections) during the slow oxidation phase is 3 mm 3 or approximately 37%.
  • the applicant injected the fuel during the slow oxidation phase at a crankshaft angle corresponding to approximately -15 ° relative to the top dead center.
  • the quantity of fuel injected has the consequence of absorbing a quantity of energy (shown by an arrow D in the figure) generated by the slow oxidation of the fuel mixture and then the energy absorbed is reconstituted during the continuation of this phase until the fuel mixture has obtained all the characteristics so that its combustion takes place at point C.
  • the same pressure and energy release characteristics can be obtained with the same crankshaft angles as a mixture with a high rate of recirculated gases and that with a fuel mixture containing a lower rate of gas. exhaust recirculated and with a lower richness of the mixture.
  • carbon monoxide (CO) emissions have been greatly reduced with an emission of around 29g / kWh.
  • the present invention can be applied to fuel mixtures with a fuel of gasoline or diesel type.
  • this process applies for low or medium engine loads and, for heavy loads, conventional combustion processes will be used.
  • the invention as described above will be applied to an internal combustion engine which will include the control means necessary to contain the parameters of the late injection (time of the late fuel injection, quantity of fuel, number of injections, ...) and order the associated fuel injectors that this engine usually contains.
  • the engine computer which most internal combustion engines include will contain the parameters and control the fuel injectors accordingly.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Testing Of Engines (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP02291797A 2001-07-27 2002-07-17 Verbrennungsregelung für eine Brennkraftmaschine Expired - Lifetime EP1279802B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0110148A FR2827910B1 (fr) 2001-07-27 2001-07-27 Procede et dispositif de controle de la combustion pour un moteur a combustion interne
FR0110148 2001-07-27
US10/200,505 US6701886B2 (en) 2001-07-27 2002-07-23 Combustion control method and device for an internal-combustion engine

Publications (2)

Publication Number Publication Date
EP1279802A1 true EP1279802A1 (de) 2003-01-29
EP1279802B1 EP1279802B1 (de) 2008-03-19

Family

ID=32327932

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02291797A Expired - Lifetime EP1279802B1 (de) 2001-07-27 2002-07-17 Verbrennungsregelung für eine Brennkraftmaschine

Country Status (8)

Country Link
US (1) US6701886B2 (de)
EP (1) EP1279802B1 (de)
JP (1) JP2003106204A (de)
KR (1) KR20030010564A (de)
AT (1) ATE389791T1 (de)
DE (1) DE60225637T2 (de)
ES (1) ES2302791T3 (de)
FR (1) FR2827910B1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005047666A1 (de) * 2003-10-29 2005-05-26 Daimlerchrysler Ag Verfahren zum betrieb einer brennkraftmaschine
FR2876744A1 (fr) 2004-10-19 2006-04-21 Renault Sas Procede de commande d'un moteur comportant une injection de carburant en deux phases
FR2899283A1 (fr) * 2006-03-30 2007-10-05 Renault Sas Procede d'injection de carburant dans un moteur a combustion interne

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040112329A1 (en) * 2002-12-17 2004-06-17 Coleman Gerald N. Low emissions compression ignited engine technology
DE102007016278A1 (de) * 2007-04-04 2008-10-09 Bayerische Motoren Werke Aktiengesellschaft Brennverfahren für eine Hubkolben-Brennkraftmaschine
EP2447517B1 (de) * 2009-10-21 2018-09-05 Toyota Jidosha Kabushiki Kaisha Verbrennungssteuerungsvorrichtung für einen verbrennungsmotor
JP5062340B2 (ja) 2011-03-11 2012-10-31 株式会社豊田自動織機 燃料噴射装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2277776A (en) * 1993-04-14 1994-11-09 John Heath Greenhough Compression ignition engine fuel supply control
DE19519663A1 (de) * 1995-05-30 1996-05-15 Daimler Benz Ag Verfahren zum Betrieb eines Verbrennungsmotors mit Selbstzündung
DE19810935A1 (de) * 1998-03-13 1999-09-16 Daimler Chrysler Ag Verfahren zum Betrieb einer im Viertakt arbeitenden Hubkolben-Brennkraftmaschine
WO2000061927A1 (en) * 1999-04-09 2000-10-19 Scania Cv Aktiebolag (Publ) Method for fuel injection in an internal combustion engine and internal combustion engine

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS50144816A (de) * 1974-05-13 1975-11-20
JP3580099B2 (ja) * 1997-09-18 2004-10-20 日産自動車株式会社 ディーゼルエンジンの制御装置
JPH11141386A (ja) * 1997-11-07 1999-05-25 Isuzu Motors Ltd エンジンにおけるパイロット燃料噴射量制御方法及びその装置
JP2000227040A (ja) * 1999-02-04 2000-08-15 Kubota Corp ディーゼルエンジン
US6378487B1 (en) * 2000-09-01 2002-04-30 International Truck And Engine Corporation Method and apparatus for pre-pilot fuel injection in diesel internal combustion engines
JP2003120391A (ja) * 2001-10-12 2003-04-23 Isuzu Motors Ltd 圧縮着火式内燃機関
JP4075588B2 (ja) * 2002-11-26 2008-04-16 いすゞ自動車株式会社 ディーゼルエンジン
JP2005048750A (ja) * 2003-07-31 2005-02-24 Nissan Motor Co Ltd エンジンの制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2277776A (en) * 1993-04-14 1994-11-09 John Heath Greenhough Compression ignition engine fuel supply control
DE19519663A1 (de) * 1995-05-30 1996-05-15 Daimler Benz Ag Verfahren zum Betrieb eines Verbrennungsmotors mit Selbstzündung
DE19810935A1 (de) * 1998-03-13 1999-09-16 Daimler Chrysler Ag Verfahren zum Betrieb einer im Viertakt arbeitenden Hubkolben-Brennkraftmaschine
WO2000061927A1 (en) * 1999-04-09 2000-10-19 Scania Cv Aktiebolag (Publ) Method for fuel injection in an internal combustion engine and internal combustion engine

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005047666A1 (de) * 2003-10-29 2005-05-26 Daimlerchrysler Ag Verfahren zum betrieb einer brennkraftmaschine
US7293544B2 (en) 2003-10-29 2007-11-13 Daimlerchrysler A.G. Method for operating an internal combustion engine
FR2876744A1 (fr) 2004-10-19 2006-04-21 Renault Sas Procede de commande d'un moteur comportant une injection de carburant en deux phases
EP1653068A2 (de) 2004-10-19 2006-05-03 Renault s.a.s. Verfahren zur Regelung einer Brennkraftmaschine mit einer Kraftstoffeinspritzung in zwei Phasen
EP1653068A3 (de) * 2004-10-19 2015-07-15 Renault S.A.S. Verfahren zur Regelung einer Brennkraftmaschine mit einer Kraftstoffeinspritzung in zwei Phasen
FR2899283A1 (fr) * 2006-03-30 2007-10-05 Renault Sas Procede d'injection de carburant dans un moteur a combustion interne

Also Published As

Publication number Publication date
DE60225637D1 (de) 2008-04-30
FR2827910A1 (fr) 2003-01-31
US6701886B2 (en) 2004-03-09
FR2827910B1 (fr) 2004-01-02
JP2003106204A (ja) 2003-04-09
ES2302791T3 (es) 2008-08-01
DE60225637T2 (de) 2009-04-23
KR20030010564A (ko) 2003-02-05
ATE389791T1 (de) 2008-04-15
EP1279802B1 (de) 2008-03-19
US20040016415A1 (en) 2004-01-29

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