EP1999350A1 - Procédé de combustion d'un moteur à combustion interne et moteur à combustion interne - Google Patents

Procédé de combustion d'un moteur à combustion interne et moteur à combustion interne

Info

Publication number
EP1999350A1
EP1999350A1 EP07723657A EP07723657A EP1999350A1 EP 1999350 A1 EP1999350 A1 EP 1999350A1 EP 07723657 A EP07723657 A EP 07723657A EP 07723657 A EP07723657 A EP 07723657A EP 1999350 A1 EP1999350 A1 EP 1999350A1
Authority
EP
European Patent Office
Prior art keywords
injection
combustion chamber
internal combustion
combustion engine
combustion
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Withdrawn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
EP07723657A
Other languages
German (de)
English (en)
Inventor
Ulrich Spicher
Uwe Wagner
Amin Velji
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.)
Mot Forschungs- und Entwicklungsgesellschaft fur Motorentechnik Optik Thermodynamik Mbh
Original Assignee
Mot Forschungs- und Entwicklungsgesellschaft fur Motorentechnik Optik Thermodynamik Mbh
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 Mot Forschungs- und Entwicklungsgesellschaft fur Motorentechnik Optik Thermodynamik Mbh filed Critical Mot Forschungs- und Entwicklungsgesellschaft fur Motorentechnik Optik Thermodynamik Mbh
Publication of EP1999350A1 publication Critical patent/EP1999350A1/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Withdrawn legal-status Critical Current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
    • 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
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0669—Details related to the fuel injector or the fuel spray having multiple fuel spray jets per injector nozzle
    • 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
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0663—Details related to the fuel injector or the fuel spray having multiple injectors per combustion chamber
    • 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
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • 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
    • 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
    • F02D41/405—Multiple injections with post 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
    • 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
    • F02B2023/103—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 having a multi-hole nozzle for generating multiple sprays
    • 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
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-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
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0636—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston the combustion space having a substantially flat and horizontal bottom
    • F02B23/0639—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston the combustion space having a substantially flat and horizontal bottom the combustion space having substantially the shape of a 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0678—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets
    • F02B23/0693—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets the combustion space consisting of step-wise widened multiple zones of different depth
    • 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
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • 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 combustion method of an internal combustion engine according to the preamble of patent claim 1 and an internal combustion engine in which the combustion method is used.
  • the direct fuel injection into the combustion chamber is usually subdivided into a plurality of partial injections such as a pilot injection, a main injection and possibly a post-injection.
  • the individual partial injections are generally carried out with the same injection system components and therefore in identical areas of the combustion chamber.
  • a small pre-injection amount upstream of the actual main injection achieves advantages in terms of noise and nitrogen oxide emissions compared to combustion without pre-injection.
  • the pre-injected fuel burns before combustion of the main injection and increases the temperature in the combustion chamber.
  • the ignition delay for the fuel of the main injection shortens and the proportion of premixed combustion becomes smaller in proportion to the diffusion-controlled combustion. This reduces the maximum pressure increase (“diesel shock") and the peak temperature during combustion, which both lowers the noise level of the engine and reduces the formation of nitrogen oxides during combustion.
  • the increase in the proportion of diffusion-controlled combustion has a negative effect on the soot formation and thus the soot emission. This is particularly evident in the case of a pre-injection quantity which is only minimally above the ideal value and in which the soot emissions increase disproportionately.
  • the higher soot emission is not only due to the larger proportion of diffusion-controlled combustion, but also to other influencing factors.
  • the local air ratio for the main injection is reduced by the pre-injection fuel already reacted there, which both increases soot formation and reduces soot oxidation during combustion.
  • EP 1 045 136 A1 discloses a combustion method having the features of the preamble of claim 1 and an internal combustion engine which operates according to this combustion method. There, the fuel is injected in a lower part load range at a shallow angle to the piston crown. In a higher part-load range, the fuel is injected at a steeper angle to the piston head in a central region of the combustion chamber.
  • the invention has for its object to provide a combustion method of an internal combustion engine with direct injection of the fuel into the combustion chamber by means of one or more injectors, are avoided in the soot formation and soot emission or at least greatly reduced.
  • a combustion method In a combustion method according to the invention, load-independent always takes place a pilot injection into central regions of the combustion chamber and a main injection into the outer region of the combustion chamber. Due to the spatial separation of the pilot injection from the main injection, the formation of soot, which occurs during fuel injection into an already ignited combustion chamber volume, avoided or greatly reduced. As a result, soot emissions are largely avoided.
  • the temperature range of the nitrogen oxide formation can be left out, so that the formation of harmful nitrogen oxides is also kept low.
  • post-injection is often provided both to improve exhaust emissions and to initiate particulate filter regeneration.
  • a late post-injection as is necessary for the exhaust gas temperature increase in a particle filter regeneration, penetrate the injection jets due to the already significantly reduced cylinder pressure far into the combustion chamber and even to the cylinder wall. This leads to wetting of the wall and an entry of fuel into the lubricating oil of the engine, whereby the lubricating properties of the oil deteriorate and the engine wear increases.
  • a further development of the combustion process according to the invention therefore provides, according to dependent claim 5, a cylinder-axis post-injection into central combustion chamber regions, which avoids wetting of the cylinder wall and thus a possible lubricating oil dilution.
  • soot formation when used in a diesel engine, soot formation can be reduced to such an extent that the current limit values for soot emission, which are permitted by EU regulations, can be exceeded without the use of a particulate filter.
  • FIG. 1 shows a partial section through the upper part of a cylinder with piston, combustion chamber and injectors for pre-injection and main injection of an internal combustion piston engine according to the invention.
  • FIG. 2 shows a partial section as in FIG. 1 of an embodiment of the invention with only one injector for the pilot and main injection;
  • FIG. 3 shows the spatial orientation of pre-injection and time-dependent main injection in an internal combustion engine according to FIG. 2;
  • FIG. 4 shows the spatial orientation of pre-injection and time-sequential main injection in an internal combustion engine according to FIG. 1;
  • Fig. 5 is a partial section through the upper part of a cylinder with piston, combustion chamber and an injector for pilot and main injection in a further embodiment of the invention, wherein the part of the combustion chamber is stepped in the piston.
  • FIG. 1 shows schematically cylinder 10 and piston 11 with combustion chamber 5 of a self-igniting internal combustion engine (diesel engine) with two independently controllable injectors, namely a vertically directed into the combustion chamber main injector 1 for the main injection 2 and a tilted into the combustion chamber 5 pre-injector.
  • the pilot injection 3 takes place with the pre-injector 4 in central, ie near the cylinder axis, areas of the combustion chamber.
  • the main injection 2 takes place with the main injector 1 in outer, ie with respect to the cylinder axis more radially located combustion chamber areas. This results in a complete spatial separation of the combustion chamber areas in which the pre-injected fuel burns, from the combustion chamber areas in which burns the main injected fuel.
  • the piston 11 has a piston recess 6, which allows the greatest possible penetration depth of the pilot injection jets in the almost axial direction of the cylinder 10.
  • the embodiment with the two injectors 1 and 4 also allows the use of a piston with a flat piston recess or a flat piston crown, because the pilot injection into central combustion chamber regions can also take place through the pre-injector in the nearly radial direction of the cylinder 10 parallel to the piston 11, such as this is described with reference to FIG. 5.
  • Fig. 2 in the same parts with like reference numerals as in Fig. 1 and are not described again, shows the structure for a basically same injection sequence as in Fig. 1, but with only one injector, the two groups of nozzle holes with groups has separate control of the nozzle holes and thus also allows the temporal and spatial separation of the injections and the fuel jets.
  • angles ⁇ for defining the pilot and main injection jets are indicated as follows: ⁇ i - angle of the outer envelope of the main injection jets ß n - angle of the inner envelope of the main injection jets ß 2 - tip cone angle of the main injection jets ß 3 - tip cone angle of the pilot injection jets
  • angles ßi, ß n are in practice between 180 ° and 120 °.
  • the angles ⁇ 2 and ⁇ 3 should be less than 120 °, preferably ⁇ 2 ⁇ 20 ° and ⁇ 3 ⁇ 30 °.
  • the impact of the pre-injected fuel can be used on the piston to improve the evaporation of the pre-injected fuel and thus the mixture formation and to accelerate the ignition by the increased component temperature of the piston.
  • FIGS. 3 and 4 show, by way of example, the spatial orientation of the conical injection jets of a pilot injection 3 into central combustion chamber regions in a piston depression 6 and of the conical injection jets of a main injection 2 into combustion chamber regions near the cylinder wall 9, which is common in modern diesel engines with direct injection.
  • an embodiment with an injector 1 as shown in Fig. 2 is shown in Fig. 3.
  • the modified embodiment with two injectors 1, 4 results in a spatial orientation of the injection jets of pilot injection 3 and main injection 2 according to FIG. 4.
  • Fig. 5 shows in a further embodiment by way of example a piston 11 with a stepped piston recess 7.8, which may have different geometries such as rounding and angles.
  • the piston bowl has a cup-shaped central region 8 penetrating deeply into the piston, which provides a large penetration depth for the injection jets of the pilot injection 3, and a plate-shaped, flat region 7 of larger diameter for the conventional main injection 2.
  • the timing of pre-injection, main injection and post-injection is the same as in conventional processes, with pre-injection always beginning before main injection and always before post-injection.
  • the individual injection phases can, as usual, take place completely separated from one another over time. According to the invention, however, a temporal overlap of the individual injection phases is possible.
  • pilot injection 3 is carried out in combustion chamber regions which are separated from the regions of the following main injection 2.
  • the invention is not limited to application to diesel engines. It can also be applied to today's gasoline engines with direct injection.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

Procédé de combustion pour moteur à combustion interne, notamment moteur à combustion interne à autoallumage, caractérisé en ce qu'une pré-injection a lieu dans d'autres zones de la chambre de combustion que l'injection principale.
EP07723657A 2006-03-27 2007-03-27 Procédé de combustion d'un moteur à combustion interne et moteur à combustion interne Withdrawn EP1999350A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006014071A DE102006014071B3 (de) 2006-03-27 2006-03-27 Brennverfahren einer Brennkraftmaschine und Brennkraftmaschine
PCT/EP2007/002711 WO2007110232A1 (fr) 2006-03-27 2007-03-27 Procédé de combustion d'un moteur à combustion interne et moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP1999350A1 true EP1999350A1 (fr) 2008-12-10

Family

ID=38171109

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07723657A Withdrawn EP1999350A1 (fr) 2006-03-27 2007-03-27 Procédé de combustion d'un moteur à combustion interne et moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP1999350A1 (fr)
DE (1) DE102006014071B3 (fr)
WO (1) WO2007110232A1 (fr)

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Publication number Priority date Publication date Assignee Title
CN106014601A (zh) * 2012-04-11 2016-10-12 三菱重工业株式会社 二冲程燃气发动机及该发动机用的燃料气体喷射系统
CN106014601B (zh) * 2012-04-11 2019-06-04 三菱重工业株式会社 二冲程燃气发动机及该发动机用的燃料气体喷射系统

Also Published As

Publication number Publication date
WO2007110232A1 (fr) 2007-10-04
DE102006014071B3 (de) 2007-10-25

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