EP1671022A1 - Procede d'exploitation d'un moteur a combustion interne - Google Patents

Procede d'exploitation d'un moteur a combustion interne

Info

Publication number
EP1671022A1
EP1671022A1 EP04764785A EP04764785A EP1671022A1 EP 1671022 A1 EP1671022 A1 EP 1671022A1 EP 04764785 A EP04764785 A EP 04764785A EP 04764785 A EP04764785 A EP 04764785A EP 1671022 A1 EP1671022 A1 EP 1671022A1
Authority
EP
European Patent Office
Prior art keywords
injection
combustion
fuel
phase
ignition
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Withdrawn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
EP04764785A
Other languages
German (de)
English (en)
Inventor
Michael Scherrieble
Siegfried Weber
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1671022A1 publication Critical patent/EP1671022A1/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Withdrawn legal-status Critical Current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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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
    • F02B75/00—Other engines
    • 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
    • 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
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • 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
    • 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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for controlling the combustion of a self-igniting internal combustion engine according to claim 1.
  • the invention has for its object to provide a method for an internal combustion engine with auto-ignition, with which an increase in load is achieved with a simultaneous reduction in exhaust gas emissions.
  • fuel is injected directly into a combustion chamber by means of an injection nozzle, part of the fuel being injected into the combustion chamber as a pre-injection and the remaining fuel as a main injection at a later time during a work cycle.
  • the pre-injection forms a homogeneous premix, with which a homogeneous combustion phase in the form of a low-temperature phase and a high-temperature phase is initiated.
  • the main injection is carried out in such a way that its auto-ignition takes place during the high-temperature phase of the pre-injection.
  • the injection time of the main injection is selected or set so that the ignition of the main injection takes place after the start and preferably before the end of the high temperature phase.
  • the aim of this is to start a main combustion phase of the main injection within the combustion phase of the high-temperature phase of the pre-injection, also known as a “Ho flame”.
  • a higher burning rate is achieved in the combustion of the main injection, which leads to a reduction in the formation of soot particles with a simultaneous increase in performance, in particular at high speeds in the full branch range.
  • the fact that the start of the heterogeneous combustion phase of the main injection takes place within the hot flame combustion phase of the pre-injection results in a faster conversion of the main injection quantity. The faster combustion results in an increase in the burning rate and a high rise in the exhaust gas temperature is avoided.
  • the method according to the invention is particularly suitable for full-load operation and in particular for full-load operation at high speeds, e.g. at speeds greater than 3000 rpm. Accordingly, the introduction of the main injection into the combustion chamber according to the invention brings about an increase in performance, in particular at high speeds and high load in diesel engines, the soot particle formation being minimized.
  • the duration and start of the homogeneous combustion phase are regulated in a load-dependent manner by changing the pre-injection quantity, the compression and / or a temperature of the premix.
  • This enables the homogeneous combustion phase to be set depending on the operating point, for example in order to to perform a corresponding main injection according to the invention in the event of a load change.
  • the temperature of the premix is preferably changed by an adjustable exhaust gas recirculation rate.
  • the pre-injection is injected into the combustion chamber in a clocked manner. Accordingly, the pre-injection is carried out in several subsets, it being possible for the number of clockings and the time of injection of the first subset to be varied depending on the load. In this way, an optimal homogenization of the pre-injected fuel components can be achieved by the clocked pre-injection, so that those injected first Evaporate fuel jets in the combustion chamber and then mix with air before the next batches follow.
  • the pilot injection is started in a range from the time the exhaust valve closes to 50 ° K before an ignition dead center.
  • Pre-injection is preferably carried out in a range from 370 ° KW to 300 ° KW before an ignition dead center or in a range from 140 ° KW to 50 ° K before an ignition dead center. This prevents the injected fuel from striking the combustion chamber walls.
  • FIG. 2 shows a heating curve of a combustion according to the invention with pre-injection and main injection in a self-igniting internal combustion engine
  • FIG. 3 shows the heating curve of the combustion according to FIG. 2 and a schematic curve of the injection times of the pre-injection and main injection.
  • a self-igniting internal combustion engine has a combustion chamber formed between a cylinder head and a piston, which shrinks during a compression stroke, compressing the air trapped in it. Furthermore, the internal combustion engine has an injection device, preferably a common rail system, which is controlled by a control device. As a result, fuel is conveyed under high pressure to an injection nozzle arranged in the cylinder head, so that a specific quantity of fuel is then metered into the combustion chamber as a function of the load by means of the injection nozzle.
  • the injection nozzle preferably has a plurality of injection bores which are distributed in one or two rows of holes over the circumference of the injection nozzle.
  • the internal combustion engine preferably works on the four-stroke principle.
  • combustion air is supplied to the combustion chamber via inlet ducts, the piston moving in a downward movement to a bottom dead center.
  • the piston moves in an upward movement from bottom dead center to an upper ignition dead center ZOT.
  • the conversion of the fuel mainly takes place around the top ignition dead center ZOT.
  • the piston expands downward to a bottom dead center.
  • the piston moves in an upward movement to a top dead center and pushes the exhaust gases out of the combustion chamber via outlet channels.
  • the current position of the piston relative to the cylinder head is determined or specified by a crank angle ° iC in relation to the top dead center ZOT.
  • FIG. 1 shows a heating curve of a self-igniting internal combustion engine, in which a homogenized fuel / air mixture is formed by an early fuel injection, which first has a low-temperature combustion phase, known as Cool-Flame CF, during the combustion. and undergoes a high temperature combustion phase known as hot flame HF.
  • a homogenized fuel / air mixture is formed by an early fuel injection, which first has a low-temperature combustion phase, known as Cool-Flame CF, during the combustion. and undergoes a high temperature combustion phase known as hot flame HF.
  • the present invention aims to combine the combustion process of the homogeneous premix described in FIG. 1 in connection with a targeted main injection in such a way that an increase in performance is achieved in particular in the full load range. Accordingly, according to the present invention, in particular at high speeds in the full load range, the total amount of fuel is divided into a pre-injection and a main injection during a work cycle. With the pre-injection, a homogeneous premix is formed. This initiates a homogeneous combustion phase in the form of a low temperature phase and a high temperature phase in accordance with the combustion process shown in FIG. 1.
  • the start of injection of the main injection HE is then selected so that the combustion of the HE begins during the homogeneously burning pre-injection according to FIG. 2 or FIG. 3. Accordingly, the main injection is carried out in such a way that its auto-ignition takes place after the low-temperature phase of the pre-injection, preferably during the high-temperature phase.
  • the injection timing of the main injection is set so that an ignition delay of the main injection continues until after the end of the low temperature phase or at least until the beginning or before the end of the high temperature phase, so that the auto-ignition of the main injection is initiated during the high temperature phase.
  • the duration of the ignition delay is preferably determined both by the injection timing of the pre-injection and the main injection or by varying the closing and opening times of the intake and exhaust valves. These are matched to each other in a load-dependent manner in such a way that the corresponding ignition delay is set for the fuel quantity of the main injection associated with the operating point.
  • a higher burning rate is achieved in the combustion of the main injection, which in particular at high speeds in the full load range leads to a reduction in the formation of soot particles with a simultaneous increase in performance, since the faster combustion achieved by the method according to the invention brings about an increase in the burning rate.
  • the method according to the invention is therefore particularly suitable for full-load operation at high speeds, since increased soot particle formation is generally expected there.
  • the heating curve shown in FIG. 2 according to the invention shows a clear increase in performance compared to conventional combustion. The main combustion starts shortly before the hot flame phase HF of the pre-injection.
  • the time and duration of the fuel injection and thus the fuel injection quantity can be set as a function of the load. Precise control is made possible by means of the common rail injection device, as a result of which optimized combustion and thus a higher power yield and significantly lower pollutant emissions can be achieved.
  • the common rail injection device enables several injection processes with different injection quantities per cycle.
  • the pre-injection VE takes place between 10 ° KW and 110 ° KW before the ignition dead center ZOT, the main injection injection HE in a range between 155 ° KW before ZOT and about 5 ° KW after the ignition dead center ZOT.
  • the pre-injection VE ensures a gentle increase in pressure in the combustion chamber and reduces the typical diesel combustion noise to a minimum. Furthermore, the pilot injection VE, which ignites automatically in the region of the ignition dead center ZOT and burns homogeneously according to FIG. 1, provides optimum ignition conditions for the main injection according to the invention.
  • FIG. 2 shows the combustion chamber pressure in conventional diesel combustion without pre-injection and in the case of partially homogeneous combustion when pre-injection VE has been carried out at 90 ° KW before TDC.
  • the combustion of the pre-injection with Cool-Flame CF and Hot-Flame HF can be seen here.
  • the main combustion begins in the area of the burning hot flame HF.
  • the heating curve in the case of partially homogeneous combustion is in many areas above that of the usual application.
  • the heating curve for application without pre-injection is also shown in Fig. 2.
  • an increase in performance under the same boundary conditions e.g. Cylinder peak pressure, exhaust gas temperature, boost pressure and charge air temperature achieved.
  • An air / fuel ratio can be reduced here. Despite the lower air / fuel ratio, smaller soot emissions are achieved than with conventional applications.
  • the pre-injection VE can preferably be divided into several smaller pre-injections, ie it can be carried out in a clocked manner.
  • a clocked pre-injection VE can be carried out from closing the exhaust valve up to 50 ° KW before the ignition dead center ZOT.
  • the pre-injection VE can alternatively be carried out in a range from 370 ° KW to 300 ° KW before the ignition dead center ZOT or during the compression stroke between 140 ° KW and 50 ° KW before the ignition dead center ZOT.
  • the more favorable combustion conditions can be used for faster combustion of the HE, which are achieved by the homogeneously burning pre-injection VE. Due to the faster combustion, more fuel can be converted without an increase in the exhaust gas temperature.

Landscapes

  • 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)

Abstract

L'invention concerne un procédé, selon lequel du carburant est injecté, au moyen d'un injecteur, directement dans une chambre de combustion. Pendant un cycle de fonctionnement, une partie du carburant est injectée dans le cadre d'une pré-injection et le carburant restant est injecté dans le cadre d'une injection principale. La pré-injection permet de former un mélange préalable homogène avec lequel est induite une phase de combustion homogène, sous forme de phase basse température et de phase haute température. L'injection principale est effectuée de sorte que son inflammation spontanée intervienne au cours de la phase haute température de la pré-injection. L'instant auquel intervient l'injection principale est sélectionné ou ajusté de sorte que l'inflammation de l'injection principale intervienne après le début et de préférence avant la fin de la phase haute température.
EP04764785A 2003-09-25 2004-09-03 Procede d'exploitation d'un moteur a combustion interne Withdrawn EP1671022A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10344423A DE10344423A1 (de) 2003-09-25 2003-09-25 Verfahren zum Betrieb einer Brennkraftmaschine
PCT/EP2004/009830 WO2005038213A1 (fr) 2003-09-25 2004-09-03 Procede d'exploitation d'un moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1671022A1 true EP1671022A1 (fr) 2006-06-21

Family

ID=34353080

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04764785A Withdrawn EP1671022A1 (fr) 2003-09-25 2004-09-03 Procede d'exploitation d'un moteur a combustion interne

Country Status (4)

Country Link
US (1) US7305964B2 (fr)
EP (1) EP1671022A1 (fr)
DE (1) DE10344423A1 (fr)
WO (1) WO2005038213A1 (fr)

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WO2010087017A1 (fr) * 2009-02-02 2010-08-05 トヨタ自動車株式会社 Dispositif de commande pour moteur à combustion interne
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Also Published As

Publication number Publication date
US7305964B2 (en) 2007-12-11
DE10344423A1 (de) 2005-04-21
WO2005038213A1 (fr) 2005-04-28
US20060201477A1 (en) 2006-09-14

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