EP1957780A1 - Moteur a combustion interne et procede d'utilisation d'un moteur a combustion interne par l'intermediaire d'un dispositif d'allumage laser - Google Patents

Moteur a combustion interne et procede d'utilisation d'un moteur a combustion interne par l'intermediaire d'un dispositif d'allumage laser

Info

Publication number
EP1957780A1
EP1957780A1 EP06793830A EP06793830A EP1957780A1 EP 1957780 A1 EP1957780 A1 EP 1957780A1 EP 06793830 A EP06793830 A EP 06793830A EP 06793830 A EP06793830 A EP 06793830A EP 1957780 A1 EP1957780 A1 EP 1957780A1
Authority
EP
European Patent Office
Prior art keywords
ignition
piston
internal combustion
combustion engine
fuel
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Withdrawn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
EP06793830A
Other languages
German (de)
English (en)
Inventor
Manfred Vogel
Werner Herden
Heiko Ridderbusch
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1957780A1 publication Critical patent/EP1957780A1/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Withdrawn legal-status Critical Current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
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • F02B23/105—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder the fuel is sprayed directly onto or close to the 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
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P23/00—Other ignition
    • F02P23/04—Other physical ignition means, e.g. using laser rays
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B2023/102—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the spark plug being placed offset the cylinder centre axis
    • 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
    • F02B2275/40—Squish effect
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/02—Arrangements having two or more sparking plugs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • 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

Definitions

  • the present invention relates to an internal combustion engine having a laser ignition device for gasoline direct injection and a method for operating such an internal combustion engine.
  • Internal combustion engines for gasoline direct injection are known from the prior art in various configurations. Such internal combustion engines have been increasingly used recently because they have lower fuel consumption at lower emissions.
  • the known internal combustion engines have in common that they usually have an injection valve in a central position and a spark plug is arranged such that they are located on a spray rim of the injected fuel into the combustion chamber.
  • the ignition of the substantially conically propagating from the fuel injector fuel takes place at the edge of the cone, since only here an ignitable air-fuel mixture is present.
  • the positioning of the spark location of the spark plug results in problems in precisely positioning this spark location at the narrow edge zone in the area of the ignitable fuel-air mixture.
  • this is due to component tolerances of the injection valve, spark plug and cylinder head and, on the other hand, to the scattering of the spray geometry from cycle to cycle, so that the ignitable edge zone can vary to a certain extent.
  • cyclic scattering of the spark location within the electrode area may also occur, as well as the spray geometry due to age due to deposits or depending on the characteristic field of the spark plug
  • the inventive method for operating an internal combustion engine with the features of claim 1 has the advantage over that always a secure ignition can be guaranteed. Further, according to the invention, an efficiency can be increased, resulting in a fuel saving results and the exhaust emissions are improved.
  • This is inventively achieved in that fuel is injected during a compression stroke of the internal combustion engine in a combustion chamber. In this case, the fuel is injected into the combustion chamber in such a way that an ignitable, patty-shaped mixture region of fuel and air is formed on the piston. The patty-shaped mixture region rests on the piston bottom surface of the piston.
  • a predetermined period of time is waited between an end of the fuel injection and a start of ignition with a laser ignition device in order to allow the formation of the patty-shaped mixture region on the piston.
  • the period of time is chosen such that a firing location of a laser beam directed into the combustion chamber of the laser ignition device lies in the interior of the ignitable, patty-shaped mixture region.
  • the piston moves against the thus injected fuel, the piston deflects the fuel-air mixture horizontally to all sides, resulting in further turbulence-related mixing.
  • the inventive flammable mixture-shaped area is formed on the piston head.
  • the patty-shaped mixture region is surrounded by a non-flammable gas mixture, in particular air.
  • the piston is moved further upwards in the direction of the cylinder head, with ignition only taking place when the focal point of the laser lies inside the mixture region. Since the ignition is thus generated inside the mixture area, a reliable ignition can be made possible.
  • the flame paths are significantly shorter up to the edge of the mixture region than in comparison with an ignition point at one edge, so that, moreover, a faster combustion is achieved.
  • the use of a laser ignition device makes it possible to ignite at any point in the mixture area. When using conventional spark plugs only spark layers are possible, which extend approximately 8 mm into the combustion chamber, otherwise the candle electrodes and the candle ceramic are too hot.
  • the use of the laser ignition device can be arranged on the edge of a combustion chamber without a part of it projecting into the combustion chamber. Furthermore, a laser ignition device has no ignition energy losses due to quenching phenomena (heat dissipation) on metallic candle electrodes.
  • diluted mixtures can also be ignited by means of the laser ignition device.
  • the ignition inside the mixture area also allows a faster burning of the mixture area, which is thermodynamically either in a faster burning process (it is a higher compression without knocking possible, resulting in fuel savings) and / or in a more possible mixture dilution (it is an emaciation or exhaust gas recirculation possible, which leads to a reduction in NOx and allows consumption advantages).
  • the injection of the fuel is preferably carried out by a plurality of individual jets, which is generated by means of a multi-hole valve with a number of holes preferably between 7 and 14, or by means of an outwardly opening annular gap valve (A-valve) with a ⁇ ffhungswinkel OC between 70 ° ⁇ OC ⁇ 110 °.
  • A-valve annular gap valve
  • the time period between the end of the fuel injection and the start of the ignition is selected so that it corresponds to a Kurbelwinkelweg between 5 ° and 15 °, in particular between 5 ° and 10 ° and more preferably 7.5 °. - A -
  • a trough is preferably provided in the piston head, in which the patty-shaped mixture region is formed.
  • the trough is preferably circular and formed symmetrically.
  • a projecting nose is formed on the piston head, over which the patty-shaped mixture region lays, in order to form a region projecting substantially in the axial direction of the piston in the patty-shaped mixture region.
  • the ignition of the patty-shaped mixture region can preferably take place starting from the above range. It can thereby be achieved that the start of the ignition of the patty-shaped mixture region still takes place in an earlier movement section in the direction of the top dead center of the piston, so that exactly as complete combustion of the patty-shaped mixture region takes place in the efficiency-optimal crank angle region and then the expansion stroke takes place.
  • the projecting nose is preferably arranged on an edge of the trough on the piston head.
  • a fuel injection preferably takes place on the protruding from the piston crown nose.
  • the fuel injection preferably takes place in several successive intervals.
  • a plurality of ignition locations is preferably provided in the interior of the mixture region.
  • the plurality of ignition locations can be generated by means of a plurality of laser ignition devices or by means of a laser device which is actuated several times at different focal points.
  • the plurality of ignition locations is preferably arranged symmetrically in the patty-shaped mixture region.
  • the variety of ignition locations is preferably in a plane in order to achieve the most homogeneous flame propagation through the mixture region. It should, however, be noted that, depending on the geometrical conditions on the piston and / or combustion chamber, the multiplicity of ignition locations can also be arranged on different planes.
  • the focal length of the laser ignition device is preferably variable.
  • the laser ignition device can be adapted to different environmental influences.
  • the different ignition locations are preferably ignited at different times. This allows a further optimization of the combustion process.
  • the inventive method is preferably in a shift operation of
  • Shift operation is understood to mean a mode in which only small loads are applied to the internal combustion engine.
  • combustion in the combustion chamber is essentially determined only by the injected fuel mass, wherein a throttle valve is usually wide open.
  • the erfmdungshiele method can also be used in normal operation of the internal combustion engine.
  • an internal combustion engine for the direct injection of fuel into a combustion chamber, which comprises a laser ignition device, a piston and a fuel injection device. Furthermore, the internal combustion engine comprises a control device in order to determine an ignition point of the laser ignition device.
  • Control device only activates the laser ignition device when the fuel injection process has been completed and an ignitable patty-shaped mixture region has formed on the piston.
  • a predetermined period of time elapses between the end of the fuel injection process and the start of the ignition in order, on the one hand, to allow formation of the patty-shaped mixture region and, on the other hand, to initiate ignition only when a focal point (ignition location) of the laser is in the patty-shaped mixture region. This ensures that the mixture area is ignited in its interior, so that the flame paths are very short.
  • the control device preferably determines the ignition timing as a function of a piston position.
  • the position of the piston can preferably be determined based on a crank angle by means of a sensor.
  • the piston In order to support the formation of the ignitable, pie-shaped mixture region, the piston preferably has a substantially circular depression on a piston bottom surface.
  • the trough is preferably symmetrical to a piston central axis.
  • the piston on the piston bottom surface on a protruding nose may preferably be provided in a circular trough or it is provided at the edge of the trough.
  • the protruding nose in the region of the trough it can be ensured that the patty-shaped mixture region also forms over the nose, so that a region of the mixture region protrudes in the direction of movement of the piston.
  • the laser ignition device is then preferably arranged such that the focal point of the laser lies in the projecting region of the mixture region. As a result, for example, an ignition can be realized well before the top dead center of the piston, the ignition still takes place safely inside the mixture area.
  • the trough formed on the piston crown surface has an area inclined at an angle to the central axis of the piston. This makes it possible to arrange the laser ignition device in the center of the cylinder head and still allow a vertical fuel injection to the piston crown. The central arrangement of the laser ignition device also has space-related advantages.
  • the laser ignition means comprises a focusable lens for changing a position of a focal point of the laser beam.
  • the internal combustion engine preferably comprises a multiplicity of laser ignition devices.
  • the plurality of laser ignition devices are preferably arranged such that the ignition locations are arranged as symmetrically as possible in the flat-shaped mixture region.
  • the control device preferably actuates the multiplicity of laser ignition devices at different points in time in order to enable an optimization of a desired firing profile, in particular with regard to a noise development and the flame propagation times through the mixture region.
  • the fuel injection device is preferably a multi-hole valve with a number of holes between 7 and 14 or an outwardly opening annular gap valve (A-valve), preferably with an opening angle between 70 ° and 110 °.
  • FIG. 1 shows a schematic sectional view of an internal combustion engine according to a first exemplary embodiment of the invention
  • 2a and 2b are schematic representations of the injection of fuel by means of a multi-hole valve
  • FIG. 3 shows a schematic representation of a spray cloud of an outwardly opening annular gap valve (A valve),
  • FIGS. 4a and 4b show schematic views of an injection by means of a multi-hole valve according to a further exemplary embodiment of the invention
  • FIGS. 5 and 6 show schematic sectional views of an internal combustion engine according to a second exemplary embodiment of the invention
  • FIGS. 7 and 8 are schematic sectional views of an internal combustion engine according to a third embodiment of the present invention.
  • FIGS. 9 and 10 are schematic sectional views of an internal combustion engine according to a fourth embodiment of the present invention.
  • Figure 12 is a schematic sectional view of an internal combustion engine according to a sixth embodiment of the present invention.
  • Figure 13 is a plan view of the patty-shaped mixture region of Figure 12 and
  • Figures 14a and 14b are plan views of patty-shaped mixture areas with different ignition locations.
  • the internal combustion engine 20 comprises a piston 21 having a piston head 22 in which a circular trough 23 centrally and symmetrically to a
  • the piston 21 moves in a known manner in a cylinder, wherein in a cylinder head 24, an injection device 25 and a laser ignition device 26 are arranged.
  • the injector 25 is centrally located in the cylinder head on the central axis X-X of the piston and is in this embodiment a multi-hole valve with ten holes. The arrangement of the holes can be seen in FIG. 2a.
  • the laser ignition device 26 is controlled by a control device 34 and has an aspherical lens 26a.
  • the laser ignition device further comprises a Q-switched optically pumped solid-state laser.
  • the laser ignition device 26 generates a laser beam 27, which is directed into a combustion chamber 29.
  • the laser ignition device 26 is formed flat to the inner wall of the cylinder head 24, so that the laser ignition device
  • the fuel / air mixture envelopes of the individual jets are partly overlapped by turbulence and because the piston 21 moves counter to the jet direction and deflects the fuel / air mixture envelope horizontally.
  • an ignitable, patty-shaped mixture region 28 forms on the piston head 22.
  • the formation of the patty-shaped mixture region 28 is further enhanced by the intended depression 23 in the piston head 22.
  • the patty-shaped mixture region 28 in this case has a circular shape with a thickness which decreases somewhat starting from a center in the direction of the outer edge.
  • the mixture region 28 is a substantially homogeneous gaseous fuel-air mixture having an average lambda between 0.8 and 1.5.
  • the holes of the multi-hole valve are to be designed so that each individual jet has a possible bushy shape.
  • a hole diameter of a single hole is preferably between about 130 microns and 200 microns. More preferably, tapered, in particular conical, outwardly opening holes or stepped holes favor a bushy spray form with the desired fuel-air mixture gas shells.
  • the beam axes of the holes of the multi-hole valve are chosen such that they have approximately the same space angle distance.
  • the hole diameters of the individual holes may be different depending on a distance to travel of a single jet to the piston crown.
  • Internal beams which in the central arrangement of the injector shown in FIG. 1 have the shortest path to the piston, can have a smaller hole diameter than the holes arranged on the circumference. Due to the smaller holes, the amount of fuel passed therethrough and thus the spray impulse becomes lower, so that even the internal jets are safely vaporized before they reach the piston crown 22.
  • the choice of hole diameter and opening angle of the injection holes and the number of holes is to be chosen so that the injected fuel is just evaporated when it reaches the piston crown. This allows the oppositely moving piston a particularly good
  • FIG. 1 shows the position approximately 20 ° before top dead center, in which the mixture region 28 is homogeneous at the piston bottom in FIG the trough 23 has formed.
  • the control device 34 controls the ignition timing of the laser ignition device 26 as a function of the position of the piston 21.
  • the ignition point is at a crank angle of about 20 ° before top dead center. This can ensure that the mixture region 28 is completely combusted in the efficiency-optimal crank angle range and that a high degree of efficiency of the internal combustion engine is achieved.
  • a period of time between an end of the fuel injection and the beginning of the ignition corresponds to a distance traveled by the piston over a crank angle between 5 ° to 10 °, preferably 7.5 °.
  • the flame paths are significantly reduced by the mixture region 28 in comparison with an ignition at the edge.
  • faster and more complete combustion can be achieved.
  • a particularly stable combustion process is achieved, in particular in the stratified operation of the internal combustion engine.
  • the patty-shaped mixture region 28 results from the interaction of the injecting fuel and the piston, with a certain period of time between the end of the injection and the start of the ignition to allow the mixture region to be formed and an ignition of the mixture region 28 in its interior perform.
  • the deviations occurring due to tolerances of the components can not lead to uneven combustion.
  • the laser ignition device also has the advantage that no ignition energy losses occur due to quenching phenomena (heat dissipation) on metallic candle electrodes as in the prior art. As a result, a high reproducibility of the sensitive flame kernel formation can be made possible for the first time in a gasoline engine.
  • FIG. 3 shows an alternative embodiment of an injection device 25 in the form of an outwardly opening annular gap valve (A valve).
  • the illustrated annular gap valve injects the fuel tapered, so that results in the sectional view shown in Figure 3, an annular fuel area 30.
  • An opening angle of the annular gap valve of Figure 3 is preferably between 70 ° and 110 °.
  • Figure 1 produced on the piston, wherein the piston deflects the impinging fuel-air-gas mixture horizontally both inwardly and outwardly.
  • Figures 4a and 4b show a further embodiment of an injector 25, which is also designed as a multi-hole valve.
  • the multi-hole valve shown in Figures 4a and 4b twelve injection holes 1 to 12.
  • the injection holes are distributed on two concentric circles and arranged on the circles offset from one another. This results in the spray distribution shown in Figure 4b to the individual beams.
  • the large circles again represent the gaseous mixture envelopes. Otherwise, this embodiment corresponds to the first embodiment, so that reference can be made to the description given there.
  • FIGS. 5 and 6 show an internal combustion engine 20 according to a second exemplary embodiment of the invention, identical or functionally identical parts being designated by the same reference numerals.
  • the laser ignition device 26 is disposed centrally on the center axis XX.
  • the injection device 25 is arranged laterally of the laser ignition device 26 and at an angle OC to the central axis.
  • the injection device 25 is again a multi-hole valve, wherein in Figure 5 schematically three injection jets are shown with a still liquid fuel jet 35 and a forming gaseous shell 36 of a fuel-air mixture.
  • a protruding lug 37 is additionally formed in the trough 23 formed in the piston head 22.
  • the projecting nose 37 is centrally located in the trough 23 on the central axis XX and has substantially the shape of a spherical section.
  • the injection of fuel takes place exactly in the direction of the projecting nose 37.
  • the piston position at the beginning of the injection is about 35 ° before top dead center.
  • the piston 21 continues to move toward the laser ignition device 26, then by the deflection at Piston bottom of the homogeneous, ignitable mixture region 28 forms (see Figure 6).
  • the mixture region 28 is also formed over the projecting nose 37, so that, as shown in Figure 6, a spark location 27a in a protruding portion 28a of the mixture region 28 at a piston position of about 20 ° before top dead center.
  • the position of the piston shown in Figure 6 shows the position in which the ignition of the mixture region 28 takes place.
  • the laser ignition device 26 is arranged centrally on the center axis XX and the central axis XX is also an axis of symmetry for the mixture region 28, the flame paths from the ignition point 27a to the edges of the mixture region 28 in this embodiment are particularly short. This allows a particularly fast and complete combustion can be achieved.
  • FIGS 7 and 8 show an internal combustion engine 20 according to a third embodiment of the invention, again with identical or functionally identical parts are denoted by the same reference numerals as in the previous embodiment.
  • the internal combustion engine 20 of the third embodiment substantially corresponds to that of the second embodiment, but the protruding nose 37 is disposed in the third embodiment at an edge of the trough 23.
  • the injector 25 can be centrally located on the center axis X-X of the piston 21 and the laser ignition device 26 is arranged in the cylinder head 24 so as to be positioned over the protruding nose 37.
  • the nose 37 and the laser ignition device 26 lie substantially on a common, parallel to the central axis X-X axis Y-Y.
  • the injection of fuel is carried out directly into the well 23 formed in the piston head 22.
  • the mixture region 28 is formed in the trough 23 again after the end of the injection and before the ignition , where the mixture range
  • FIGS. 9 and 10 show an internal combustion engine 20 according to a fourth exemplary embodiment of the invention, wherein in turn identical or functionally identical parts are designated by the same reference numerals as in the preceding exemplary embodiments.
  • the fourth embodiment corresponds essentially to the second embodiment, wherein in the trough 23 in the piston head 22 also centrally a protruding nose 37 is formed.
  • the laser ignition device 26 is again arranged centrally on the center axis XX of the piston 21 and the injector 25 at an angle ⁇ .
  • the piston crown is arranged in the region of the trough 23 inclined to a plane E perpendicular to the central axis XX.
  • the inclination is characterized in Figures 9 and 10 by the angle ß.
  • the inclination of the trough 23 is preferably selected such that a central central injection jet is injected substantially perpendicular to the inclined trough surface.
  • the central injection jet strikes in particular the projecting nose 37, which leads to a faster formation of the patty-shaped mixture region 28.
  • FIGS. 9 and 10 FIGS. 9 and 10
  • FIG. 11 shows a fifth embodiment of an internal combustion engine according to the invention, again identical or functionally identical parts are denoted by the same reference numerals as in the preceding embodiments.
  • the fifth embodiment corresponds essentially to the second embodiment, wherein, in contrast to the second embodiment, both the injector 25 and the
  • Laser ignition device 26 are arranged at an angle ⁇ and ⁇ to a central axis X-X.
  • the inclination angle ⁇ , ⁇ of the injector 25 and the laser ignition device 26 are the same and differ only by the sign.
  • a projecting nose 37 in the trough 23 in the piston head 22 is again arranged below the laser ignition device 26, so that there is an asymmetrical design of the trough.
  • Mixture region 28 again forms with a protruding region 28a via protruding nose 37, so that an ignition location 27a of mixture region 28 lies in this protruding region 28a.
  • this embodiment corresponds to the previous embodiment, so that reference can be made to the description given there.
  • an internal combustion engine according to a sixth embodiment of the invention will be described with reference to Figures 12 and 13, again like or functionally identical parts are denoted by the same reference numerals as in the preceding embodiments.
  • the internal combustion engine of the sixth embodiment has, as shown in FIG. 12, two laser ignition devices 26.
  • An injection device 25 is arranged centrally on a center axis XX of the piston 21.
  • the two laser ignition devices 26 are arranged laterally at an angle ⁇ and ⁇ to the central axis XX, wherein the angle ⁇ and. ⁇ is the same size.
  • the arrangement of two laser ignition devices 26 makes it possible for two ignition locations 27a to be in the form of a patty
  • Mixture region 28 can be generated. As a result, in particular the flame paths within the mixture region 28 can be kept short. In FIGS. 12 and 13, the flame paths are shown schematically by the short arrows around the ignition locations 27a.
  • An ignition of the patty-shaped mixture region 28 is preferably carried out simultaneously, since the patty-shaped mixture region 28 is formed symmetrically to the central axis X-X.
  • the two ignition locations 27a lie on a plane F perpendicular to the central axis X-X. Otherwise, this embodiment corresponds to the previous embodiments, so that reference can be made to the description given there.
  • FIGS. 14a and 14b show two different examples for igniting the patty-shaped mixture region 28 by means of a plurality of ignition locations.
  • three ignition locations 27a are arranged, which are arranged in a mixture region 28 with a circular circumference starting from a central axis X-X at an angle of approximately 120 ° to each other. The distances from each ignition location 27a to the edge of the mixture region 28 are chosen to be the same.
  • FIG. 14b shows an embodiment with four ignition locations 27a, which are arranged symmetrically with respect to a central axis X-X. As can be seen from FIG. 14b, this arrangement with four ignition locations 27a is particularly advantageous, since the flame paths are essentially the same length from each ignition location 27a through the entire mixture region 28 until the entire mixture region 28 has been ignited.
  • the mixture region 28 is constructed in a layered manner, wherein in each case a thin air layer is present between two fuel-air mixture layers. As a result, the proportion of air in the mixture region 28 can be increased.
  • a further advantage of the method according to the invention in all described exemplary embodiments is that, to produce the mixture region 28, it is possible to use injection devices which produce symmetrical spray geometries (without a spray gap for the spark plug). This also eliminates an assignment of the injector to a protruding into the combustion chamber spark plug. In addition, there is no wetting of the laser ignition device with liquid fuel, which reduces the ignitability of a spark plug in the prior art.
  • An internal combustion engine according to the invention can be used both in vehicles and stationary.

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  • Physics & Mathematics (AREA)
  • Optics & Photonics (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

L'invention concerne un procédé d'utilisation d'un moteur à combustion interne (20) comportant un dispositif d'injection de carburant (25) et un dispositif d'allumage laser (26), le dispositif d'allumage laser (26) produisant un faisceau laser (27) dans une chambre de combustion (29). Au cours d'une étape de compression du moteur à combustion interne, du carburant est injecté par l'intermédiaire du dispositif d'injection de carburant (27) dans la chambre de combustion (29) de telle manière qu'une zone de mélange plate (28), inflammable, composée de carburant et d'air, se forme sur un piston (21). Entre la fin de l'injection de carburant et le début de l'allumage, un intervalle de temps prédéfini est respecté pour la formation de la zone de mélange plate (28), puis un allumage est réalisé à l'intérieur de la zone de mélange plate (28) par l'intermédiaire du dispositif d'allumage laser (26).
EP06793830A 2005-11-28 2006-09-26 Moteur a combustion interne et procede d'utilisation d'un moteur a combustion interne par l'intermediaire d'un dispositif d'allumage laser Withdrawn EP1957780A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005056520A DE102005056520A1 (de) 2005-11-28 2005-11-28 Brennkraftmaschine sowie Verfahren zum Betreiben einer Brennkraftmaschine mittels Laserzündeinrichtung
PCT/EP2006/066747 WO2007060046A1 (fr) 2005-11-28 2006-09-26 Moteur a combustion interne et procede d'utilisation d'un moteur a combustion interne par l'intermediaire d'un dispositif d'allumage laser

Publications (1)

Publication Number Publication Date
EP1957780A1 true EP1957780A1 (fr) 2008-08-20

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EP06793830A Withdrawn EP1957780A1 (fr) 2005-11-28 2006-09-26 Moteur a combustion interne et procede d'utilisation d'un moteur a combustion interne par l'intermediaire d'un dispositif d'allumage laser

Country Status (7)

Country Link
US (1) US7765980B2 (fr)
EP (1) EP1957780A1 (fr)
JP (1) JP4740339B2 (fr)
KR (1) KR20080080100A (fr)
CN (1) CN101317003B (fr)
DE (1) DE102005056520A1 (fr)
WO (1) WO2007060046A1 (fr)

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Also Published As

Publication number Publication date
WO2007060046A1 (fr) 2007-05-31
JP4740339B2 (ja) 2011-08-03
JP2009517590A (ja) 2009-04-30
CN101317003B (zh) 2012-08-08
US7765980B2 (en) 2010-08-03
US20080257294A1 (en) 2008-10-23
DE102005056520A1 (de) 2007-05-31
KR20080080100A (ko) 2008-09-02
CN101317003A (zh) 2008-12-03

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