EP2370687B1 - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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Publication number
EP2370687B1
EP2370687B1 EP09756322A EP09756322A EP2370687B1 EP 2370687 B1 EP2370687 B1 EP 2370687B1 EP 09756322 A EP09756322 A EP 09756322A EP 09756322 A EP09756322 A EP 09756322A EP 2370687 B1 EP2370687 B1 EP 2370687B1
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EP
European Patent Office
Prior art keywords
valve
inlet
injection valve
injection
internal combustion
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EP09756322A
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German (de)
French (fr)
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EP2370687A1 (en
Inventor
Michael Baeuerle
Alexander Schenck Zu Schweinsberg
Klaus Ries-Mueller
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/043—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit upstream of an air throttle valve
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve

Definitions

  • the invention is based on an internal combustion engine, according to the preamble of claim 1, ( WO 01/79690 ).
  • JP-10196440A injects the first injection valve upstream of a throttle inserted into the intake passage for air flow control and the second injection valve downstream of the throttle valve respectively in the intake passage of the internal combustion engine, wherein the injection of the second injection valve is made in time prior to injection by the first injection valve.
  • the internal combustion engine according to the invention with the features of claim 1 has the advantage that with the two injecting into the intake passage of the at least one combustion cylinder, differently designed injection valves of the fuel input in the direction of intake valve can be performed in different ways, in a variety of operating ranges of the internal combustion engine improved mixture preparation and combustion leads.
  • this operating point-dependent optimization of the combustion can be simplified by different activation of the two injection valves in different operating ranges of the internal combustion engine Reach way.
  • the lambda distribution in the combustion chamber can be optimized by the use of the two injection valves in different ways in different operating ranges, local superfatting, which is associated with high hydrocarbon (HC) incidence, and local leaning, which favors a knocking of the internal combustion engine, avoided, and a reduced fuel consumption can be achieved.
  • the mixture preparation improved and the HC emissions can be reduced.
  • Scavenging is possible without injecting directly into the combustion chamber injection valve, since the second injection valve in view of the small cone angle of its spray cone produces no or a minimal wall film in the intake.
  • Scavenging can be realized with tolerable load for the catalytic converter and, in conjunction with turbocharging, leads to a significant torque gain at low speeds.
  • the injection valves are electrically controllable solenoid valves.
  • Such solenoid valves are significantly less expensive than commonly used piezoelectric injectors.
  • a combustion cylinder 11 fragmentary in longitudinal section shown schematically.
  • the outside of a cooling water jacket 12 surrounded combustion cylinder 11 is frontally covered by a cylinder head 13 gas-tight.
  • a in the combustion cylinder 11 axially displaceable guided reciprocating piston 14 is limited together with the cylinder head 13, a combustion chamber 15.
  • the reciprocating piston 14 is connected via a connecting rod 16 with a crankshaft, not shown here, act on the piston and the other combustion cylinder.
  • the combustion chamber 15 has in conjunction with Fig. 1 in Fig. 3 to 5 illustrated first embodiment of a closable with an inlet valve 17 inlet 18 and a closable with an outlet valve 19 outlet 20.
  • a combustion air intake duct 21 is guided, which is composed of an inlet duct 22 formed in the cylinder head 13 and a suction duct 23 attached to the inlet duct 22.
  • the suction pipes 23 of a plurality of combustion cylinders 11 are combined by means of a Saugrohrkrümmers to an air intake in which an air quantity control member, preferably a throttle valve is arranged to regulate the air flow.
  • Fig. 1 is merely indicated for clarity, the throttle valve 36 in the suction pipe 23 of a combustion cylinder 11.
  • an exhaust duct 24 is removed, which consists of an exhaust duct 25 formed in the cylinder head 13 and an exhaust pipe 26 attached to the exhaust duct 25.
  • the exhaust pipes 26 of a plurality of combustion cylinders 11 are combined downstream via an exhaust manifold.
  • a fuel injection device 27 For fuel supply to the combustion chamber 15 of the at least one combustion cylinder 11, a fuel injection device 27 is provided which has two electromagnetic injection valves 28, 29 per combustion cylinder 11 or per combustion chamber 15.
  • the two injection valves 28, 29 are supplied with fuel by a fuel pump 31 which delivers fuel from a fuel tank 30 and is controlled by an electronic control unit 32, which is supplied with a plurality of parameters defining the operating points of the internal combustion engine.
  • the two injection valves 28, 29 are downstream of the throttle valve 36 in in the intake passage 21, here in the intake manifold 23, held-insertion openings 33,37 ( Fig. 3 to 5 ) are used so that they can inject fuel into the intake passage 21, wherein the fuel atomized in the form of spray cones of the injection valves 28, 29 is sprayed.
  • the two injectors 28, 29 arranged as close as possible to the inlet valve 17 are aligned so that their spray cones are directed towards the inlet valve 17.
  • the two injection valves 28, 29 are formed differently both in terms of fuel flow and in terms of the formation of the sprayed-off fuel spray cone.
  • the first injection valve 28 injects a wide-spread spray cone 34 (FIG. Fig. 5 ) with a large cone angle and the second injection valve 29 a little fanned spray cone 35 ( Fig. 4 ) with clearly smaller cone angle.
  • the spray cone 35 of the second injection valve 29 has a much greater penetration, so it can penetrate much deeper into the combustion chamber 15 with open inlet valve 17 as the spray cone 34 of the first injection valve 28 with much smaller penetration.
  • the second injection valve 29 is also designed in comparison to the first injection valve 28 for a significantly larger fuel flow and can, for. B at least 70% of the full load amount.
  • the insertion opening 33 for the first injection valve 28 has a slightly greater distance from the inlet 18 than the insertion opening 37 for the second injection valve 29, so that the injection opening of the first injection valve 28 from the inlet valve 17 is slightly further than the injection opening of the second Injector 29.
  • An equal spacing arrangement of the two insertion openings 33, 37 from the inlet 18 is also possible.
  • a first intake passage 21 is guided for combustion air ( Fig. 7 ), and to the second inlet 18 'a second intake duct 21' for combustion air is guided ( Fig. 8 ).
  • the fuel supply of the combustion chamber 15 takes place in the same manner as above in connection with Fig.
  • the first injection valve 28 is inserted in the same manner near the inlet valve 17 into an insertion opening 33 held in the first intake passage 21, here again in the intake pipe 23, in order to inject fuel into the first intake passage 21.
  • the second injection valve 29 is inserted close to the second inlet valve 17 'in a in the second intake passage 21', here in turn in the suction pipe 23 ', held insertion opening 37 in the same way to inject fuel into the second intake passage 21'.
  • Both injectors 28, 29 are formed as described above and in turn aligned so that their spray cone 34, 35 is directed to the respectively associated inlet valve 17 and 17 '. How out Fig.
  • the opening cross-section of the two inlets 18, 18 'in the combustion chamber 15 of the combustion cylinder 11 is different in size.
  • the first injection valve 28 is assigned to the first intake passage 21 leading to the smaller-diameter first intake 18, while the second injection valve 29 is injected into the second intake passage 21 'leading to the larger-cross-sectional second intake 18'.
  • the cross sections of the two intake passages 21, 21 ', more precisely the cross sections of the intake passages 22, 22 'in the cylinder head 13, can be the same size, but can - as in Fig. 6 to 8 is shown - also be different sizes, wherein the first intake passage 21, in which injects the first injection valve 28, the smaller diameter.
  • the two intake valves 17, 17 ' may have a different valve lift.
  • the assignment of the two injection valves 28, 29 to the intake valves 17, 17 ' is then made such that the first injection valve 28 is associated with the intake valve 17 with the smaller valve lift and the second injection valve 29 with the intake valve 17' with the larger valve lift.
  • one of the inlet valves 17, 17 ' is provided with a valve mask and the first injection valve 28 injects into the intake passage leading to the intake valve with valve masking.
  • the two injection valves 28, 29 are arranged at different distances from the respective associated intake valve 17 or 17 'in the intake passage 21 or 21'.
  • the first injection valve 28 has a slightly greater distance from the first inlet valve 17 than the second injection valve 29 from the second inlet valve 17 '.
  • the two injection valves 28, 29 are controlled differently per combustion cylinder 11 by the electronic control unit 32 as a function of the operating points of the internal combustion engine.
  • a diagram is stored in the control unit 32, as shown in FIG Fig. 2 is shown schematically.
  • the hatched area marked 40 in the diagram shows the range of small partial load, in which only the first injection valve 28 is used for fuel introduction into the combustion chamber 15.
  • the cross-hatched region marked 41 serves for scavenging, in which only the second injection valve 29 with a small spray cone 35 and high penetration is actuated, which does not generate any appreciable wall film in front of the inlet 18 of the combustion chamber 15.
  • both injection valves 28, 29 are activated for fuel injection.
  • the two intake valves 17, 17 'per combustion chamber 15 on time staggered opening phases.
  • the injectors 28, 29 are then associated with the intake valves 17, 17 'in such a manner that the first intake valve 28 is disposed in the intake passage 21 leading to the earlier-opening intake valve 17 and the second injection valve 29 is disposed in the later-opening intake valve 17' ,
  • the first injection valve 17 can be controlled by the control electronics 32 so that it sprays fuel only at a time to which the second inlet valve 17 'public, so an overlap of the open inlet 13, 13' and Outlet 20 of the combustion chamber 15 is safely excluded.

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  • 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)

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einer Brennkraftmaschine, nach dem Oberbegriff des Anspruchs 1, ( WO 01/79690 ).The invention is based on an internal combustion engine, according to the preamble of claim 1, ( WO 01/79690 ).

Bei einer bekannten Kraftstoffeinspritzvorrichtung für eine Brennkraftmaschine ( JP-10196440 A ) spritzt das erste Einspritzventil stromaufwärts einer in den Ansaugkanal zur Luftmengenregelung eingesetzten Drosselklappe und das zweite Einspritzventil stromabwärts der Drosselklappe jeweils in den Ansaugkanal der Brennkraftmaschine ein, wobei die Einspritzung des zweiten Einspritzventils zeitlich vor der Einspritzung durch das erste Einspritzventil vorgenommen wird.In a known fuel injection device for an internal combustion engine ( JP-10196440A ) injects the first injection valve upstream of a throttle inserted into the intake passage for air flow control and the second injection valve downstream of the throttle valve respectively in the intake passage of the internal combustion engine, wherein the injection of the second injection valve is made in time prior to injection by the first injection valve.

Offenbarung der ErfindungDisclosure of the invention

Die erfindungsgemäße Brennkraftmaschine mit den Merkmalen des Anspruchs 1 hat den Vorteil, dass mit den beiden in den Ansaugkanal des mindestens einen Verbrennungszylinders einspritzenden, unterschiedlich konzipierten Einspritzventile der Kraftstoffeintrag in Richtung Einlassventil in unterschiedlicher Weise durchgeführt werden kann, die in unterschiedlichen Betriebsbereichen der Brennkraftmaschine zu einer deutlich verbesserten Gemischaufbereitung und Verbrennung führt. So ist es von Vorteil, bei betriebswarmer Brennkraftmaschine und hoher Last den Kraftstoff mit hoher Penetration bei geöffnetem Einlassventil direkt in den Brennraum einzuspritzen, während bei kalter Brennkraftmaschine eine starke Wandbenetzung des dem Einlassventil unmittelbar vorgeordneten Wandbereichs des Ansaugkanals zu einer besseren Verbrennung führt, da der Wandfilm erst zeitlich versetzt in den Brennraum gelangt. Durch die erfindungsgemäß unterschiedliche Konzeption der beiden Einspritzventile lässt sich diese betriebspunktabhängige Optimierung der Verbrennung durch unterschiedliche Ansteuerung der beiden Einspritzventile in unterschiedlichen Betriebsbreichen der Brennkraftmaschine in einfacher Weise erreichen. So kann durch die Nutzung der beiden Einspritzventile in unterschiedlicher Weise in unterschiedlichen Betriebsbereichen die Lambda-Verteilung im Brennraum optimiert, lokale Überfettung, die verbunden ist mit hohen Kohlenwasserstoff (HC)-Anfall, und lokale Ausmagerung, die ein Klopfen der Brennkraftmaschine begünstigt, vermieden, sowie ein reduzierter Kraftstoffverbrauch erzielt werden. So kann z.B. im Kaltstart durch Einsatz des ersten Einspritzventils infolge der kleineren Kraftstofftröpfchen in dessen Spraykegel die Gemischaufbereitung verbessert und die HC-Emissionen reduziert werden. Bei Volllast wird durch stärke Nutzung des zweiten Einspritzventils mit der größeren Penetration bis in den Brennraum und mit minimierter Wandfilmerzeugung im Ansaugkanal die Verdampfungswärme des Kraftstoffs stärker der Zylinderladung als der Wandung des Ansaugkanals entnommen, womit die Zylinderladung stärker abkühlt und die Klopfempfindlichkeit abnimmt.The internal combustion engine according to the invention with the features of claim 1 has the advantage that with the two injecting into the intake passage of the at least one combustion cylinder, differently designed injection valves of the fuel input in the direction of intake valve can be performed in different ways, in a variety of operating ranges of the internal combustion engine improved mixture preparation and combustion leads. Thus, it is advantageous to inject at high operating temperature engine and high load fuel with high penetration with open inlet valve directly into the combustion chamber, while cold engine strong wall wetting of the inlet valve immediately upstream wall portion of the intake duct leads to better combustion, since the wall film only offset in time enters the combustion chamber. By virtue of the different conception of the two injection valves according to the invention, this operating point-dependent optimization of the combustion can be simplified by different activation of the two injection valves in different operating ranges of the internal combustion engine Reach way. Thus, the lambda distribution in the combustion chamber can be optimized by the use of the two injection valves in different ways in different operating ranges, local superfatting, which is associated with high hydrocarbon (HC) incidence, and local leaning, which favors a knocking of the internal combustion engine, avoided, and a reduced fuel consumption can be achieved. For example, in the cold start by using the first injection valve as a result of the smaller fuel droplets in the spray cone, the mixture preparation improved and the HC emissions can be reduced. At full load is used by strong use of the second injector with the greater penetration into the combustion chamber and minimized wall film production in the intake channel, the heat of vaporization of the fuel more of the cylinder charge than the wall of the intake channel, whereby the cylinder charge cools more and the knock sensitivity decreases.

Bei aufgeladenen Brennkraftmaschinen ist die Nutzung des sog. Scavenging ohne eines direkt in den Brennraum einspritzenden Einspritzventils möglich, da das zweite Einspritzventil angesichts des kleinen Kegelwinkels seines Spraykegels keinen oder eines nur minimalen Wandfilm im Ansaugkanal erzeugt. Beim Spülen des Brennraums mit Luft (Scavenging) gelangt damit kein oder nur wenig Kraftstoff in den Brennraum in Richtung Katalysator. Scavenging ist mit erträglicher Belastung für den Katalysator realisierbar und führt in Verbindung mit Turboaufladung zu einem deutlichen Drehmomentgewinn bei kleinen Drehzahlen.When supercharged internal combustion engines, the use of the so-called. Scavenging is possible without injecting directly into the combustion chamber injection valve, since the second injection valve in view of the small cone angle of its spray cone produces no or a minimal wall film in the intake. When flushing the combustion chamber with air (scavenging) so that little or no fuel enters the combustion chamber in the direction of the catalyst. Scavenging can be realized with tolerable load for the catalytic converter and, in conjunction with turbocharging, leads to a significant torque gain at low speeds.

Im Motorauslauf kann durch Heranziehen des zweiten Einspritzventils der Wandfilm im Ansaugkanal minimiert werden, so dass beim Neustart der Brennkraftmaschine, insbesondere bei Start/Stopp-Anwendungen, die Schadstoffemissionen reduziert werden.In the engine outlet can be minimized by using the second injection valve of the wall film in the intake passage, so that when restarting the internal combustion engine, especially in start / stop applications, the pollutant emissions are reduced.

Mit der erfindungsgemäβen Ausführung der Einspritzventile und/oder der Einlassventile bei einem Brennraum mit zwei jeweils einen Einlass verschließenden Einlassventilen und durch die spezielle Zuordnung von Einlassventil und Einspritzventil können in Verbindung mit einer getrennten Ansteuerung der Einspritzventile die vorstehend beschriebenen Effekte der Reduzierung der Klopfneigung, Optimierung des Verbrennungsgemischs mit Vermeidung lokaler Überfettung und lokaler Ausmagerung und Verbrauchsreduzierung graduell verbessert werden.With the inventive design of the injectors and / or the intake valves in a combustion chamber with two inlet valves closing each inlet and the special assignment of inlet valve and injector in conjunction with a separate control of the injection valves, the above-described effects of reducing the tendency to knock, optimizing the Combustion mixture with the avoidance of local over-greasing and local Ausmagerung and consumption reduction gradually improved.

Gemäß einer vorteilhaften Ausführungsform der Erfindung sind die Einspritzventile elektrisch ansteuerbare Magnetventile. Solche Magnetventile sind deutlich kostengünstiger als häufig verwendete piezoelektrische Einspritzventile.According to an advantageous embodiment of the invention, the injection valves are electrically controllable solenoid valves. Such solenoid valves are significantly less expensive than commonly used piezoelectric injectors.

Kurze Beschreibung der ZeichnungenBrief description of the drawings

Die Erfindung ist anhand eines in den Zeichnungen dargestellten Beispiels in der nachfolgenden Beschreibung näher erläutert. Es zeigen in schematischer Darstellung:

Fig. 1
ausschnittweise einen Längsschnitt eines Verbrennungszylinders einer Brennkraftmaschine in Verbindung mit einer Kraftstoffeinspritzvorrichtung,
Fig. 2
ein Diagramm für Ansteuerungsbereiche der Einspritzventile der Kraftstoffeinspritzvorrichtung in Fig. 1 in Zuordnung zu durch Drehzahl (n) und Last (L) festgelegten Betriebspunkten der Brennkraftmaschine,
Fig. 3
ausschnittweise eine Draufsicht in Richtung Pfeil III in Fig. 2 bei in einen Ansaugkanal der Brennkraftmaschine eingesetzten Einspritzventilen,
Fig. 4
einen Schnitt längs der Linie IV - IV in Fig. 3,
Fig. 5
einen Schnitt längs der Linie V - V in Fig. 3,
Fig. 6
eine gleiche Darstellung wie in Fig. 3 eines erfindungsgenäβen Ausführungsbeispiels eines Verbrennungszylinders,
Fig. 7
einen Schnitt längs der Linie VII - VII in Fig. 6,
Fig. 8
einen Schnitt längs der Linie VIII - VIII in Fig.6.
The invention is explained in more detail in the following description with reference to an example shown in the drawings. In a schematic representation:
Fig. 1
1 is a longitudinal section of a combustion cylinder of an internal combustion engine in connection with a fuel injection device,
Fig. 2
a diagram for driving ranges of the injection valves of the fuel injection device in Fig. 1 in association with operating points of the internal combustion engine defined by rotational speed (n) and load (L),
Fig. 3
excerpts a plan view in the direction of arrow III in Fig. 2 in injection valves used in an intake passage of the internal combustion engine,
Fig. 4
a section along the line IV - IV in Fig. 3 .
Fig. 5
a section along the line V - V in Fig. 3 .
Fig. 6
a same representation as in Fig. 3 a erfindungsgenäβen embodiment of a combustion cylinder,
Fig. 7
a section along the line VII - VII in Fig. 6 .
Fig. 8
a section along the line VIII - VIII in Figure 6 ,

Von einer üblicherweise mehrzylindrigen Brennkraftmaschine für z.B. Kraftfahrzeuge ist in Fig. 1 lediglich ein Verbrennungszylinder 11 ausschnittweise im Längsschnitt schematisiert dargestellt. Der außen mit einem Kühlwassermantel 12 umgebene Verbrennungszylinder 11 ist stirnseitig von einem Zylinderkopf 13 gasdicht abgedeckt. Ein im Verbrennungszylinder 11 axial verschieblich geführter Hubkolben 14 begrenzt zusammen mit dem Zylinderkopf 13 einen Brennraum 15. Der Hubkolben 14 ist über ein Pleuel 16 mit einer hier nicht dargestellten Kurbelwelle verbunden, auf die auch die Hubkolben der anderen Verbrennungszylinder wirken.From a usually multi-cylinder internal combustion engine for eg motor vehicles is in Fig. 1 only a combustion cylinder 11 fragmentary in longitudinal section shown schematically. The outside of a cooling water jacket 12 surrounded combustion cylinder 11 is frontally covered by a cylinder head 13 gas-tight. A in the combustion cylinder 11 axially displaceable guided reciprocating piston 14 is limited together with the cylinder head 13, a combustion chamber 15. The reciprocating piston 14 is connected via a connecting rod 16 with a crankshaft, not shown here, act on the piston and the other combustion cylinder.

Der Brennraum 15 weist in einem in Verbindung mit Fig. 1 in Fig. 3 bis 5 illustrierten ersten Ausführungsbeispiel einen mit einem Einlassventil 17 verschließbaren Einlass 18 und einen mit einem Auslassventil 19 verschließbaren Auslass 20 auf. Zu dem Einlass 18 ist ein Ansaugkanal 21 für Verbrennungsluft geführt, der aus einem im Zylinderkopf 13 ausgeformten Einlasskanal 22 und einem an den Einlasskanal 22 angesetzten Saugrohr 23 zusammengesetzt ist. Stromaufwärts sind üblicherweise die Saugrohre 23 mehrerer Verbrennungszylinder 11 mittels eines Saugrohrkrümmers zu einem Luftansaugstutzen zusammengefasst, in dem ein Luftmengensteuerorgan, vorzugsweise eine Drosselklappe, zur Luftmengenregulierung angeordnet ist. In Fig. 1 ist lediglich zur Verdeutlichung die Drosselklappe 36 in das Saugrohr 23 des einen Verbrennungszylinders 11 eingezeichnet. Vom Auslass 20 ist ein Abgaskanal 24 abgeführt, der aus einem im Zylinderkopf 13 ausgebildeten Auslasskanal 25 und einem an den Auslasskanal 25 angesetzten Abgasrohr 26 besteht. Die Abgasrohre 26 mehrerer Verbrennungszylinder 11 sind stromabwärts über einen Abgaskrümmer zusammengefasst.The combustion chamber 15 has in conjunction with Fig. 1 in Fig. 3 to 5 illustrated first embodiment of a closable with an inlet valve 17 inlet 18 and a closable with an outlet valve 19 outlet 20. To the inlet 18 a combustion air intake duct 21 is guided, which is composed of an inlet duct 22 formed in the cylinder head 13 and a suction duct 23 attached to the inlet duct 22. Upstream usually the suction pipes 23 of a plurality of combustion cylinders 11 are combined by means of a Saugrohrkrümmers to an air intake in which an air quantity control member, preferably a throttle valve is arranged to regulate the air flow. In Fig. 1 is merely indicated for clarity, the throttle valve 36 in the suction pipe 23 of a combustion cylinder 11. From the outlet 20, an exhaust duct 24 is removed, which consists of an exhaust duct 25 formed in the cylinder head 13 and an exhaust pipe 26 attached to the exhaust duct 25. The exhaust pipes 26 of a plurality of combustion cylinders 11 are combined downstream via an exhaust manifold.

Zur Kraftstoffversorgung des Brennraums 15 des mindestens einen Verbrennungszylinders 11 ist eine Kraftstoffeinspritzvorrichtung 27 vorgesehen, die pro Verbrennungszylinder 11 bzw. pro Brennraum 15 zwei elektromagnetische Einspritzventile 28, 29 aufweist. Die beiden Einspritzventile 28, 29 werden von einer Kraftstoff aus einem Kraftstofftank 30 fördernden Kraftstoffpumpe 31 mit Kraftstoff versorgt und von einer elektronischen Steuereinheit 32, der eine Vielzahl von die Betriebspunkte der Brennkraftmaschine festlegende Parameter zugeführt sind, gesteuert. Die beiden Einspritzventile 28, 29 sind stromabwärts der Drosselklappe 36 in in dem Ansaugkanal 21, hier im Saugrohr 23, vorgehaltene Einstecköffnungen 33,37 (Fig. 3 bis 5) so eingesetzt, dass sie Kraftstoff in den Ansaugkanal 21 einzuspritzen vermögen, wobei der Kraftstoff zerstäubt in Form von Spraykegeln von den Einspritzventilen 28, 29 abgespritzt wird. Die beiden möglichst nahe des Einlassventils 17 angeordneten Einspritzventile 28, 29 sind so ausgerichtet, dass ihre Spraykegel auf das Einlassventil 17 gerichtet sind. Die beiden Einspritzventile 28, 29 sind sowohl hinsichtlich des Kraftstoffdurchflusses als auch hinsichtlich der Ausbildung des abgespritzten Kraftstoff-Spraykegels unterschiedlich ausgebildet. Das erste Einspritzventil 28 spritzt einen breit aufgefächerten Spraykegel 34 (Fig. 5) mit einem großen Kegelwinkel und das zweite Einspritzventil 29 einen nur wenig aufgefächerten Spraykegel 35 (Fig. 4) mit deutlich kleinerem Kegelwinkel ab. Dabei hat der Spraykegel 35 des zweiten Einspritzventils 29 eine deutlich größere Penetration, kann also bei geöffnetem Einlassventil 17 wesentlich tiefer in den Brennraum 15 eindringen als der Spraykegel 34 des ersten Einspritzventils 28 mit deutlich kleinerer Penetration. Das zweite Einspritzventils 29 ist außerdem im Vergleich zum ersten Einspritzventil 28 für einen deutlich größeren Kraftstoffdurchfluss ausgelegt und vermag z. B mindestens 70% der Volllastmenge abzuspritzen. Im dargestellten Ausführungsbeispiel hat die Einstecköffnung 33 für das erste Einspritzventil 28 einen etwas größeren Abstand vom Einlass 18, als die Einstecköffnung 37 für das zweite Einspritzventil 29, so dass die Abspritzöffnung des ersten Einspritzventils 28 vom Einlassventil 17 etwas weiter entfernt ist als die Abspritzöffnung des zweiten Einspritzventils 29. Eine gleiche Abstandsanordnung der beiden Einstecköffnungen 33, 37 vom Einlass 18 ist ebenfalls möglich.For fuel supply to the combustion chamber 15 of the at least one combustion cylinder 11, a fuel injection device 27 is provided which has two electromagnetic injection valves 28, 29 per combustion cylinder 11 or per combustion chamber 15. The two injection valves 28, 29 are supplied with fuel by a fuel pump 31 which delivers fuel from a fuel tank 30 and is controlled by an electronic control unit 32, which is supplied with a plurality of parameters defining the operating points of the internal combustion engine. The two injection valves 28, 29 are downstream of the throttle valve 36 in in the intake passage 21, here in the intake manifold 23, held-insertion openings 33,37 ( Fig. 3 to 5 ) are used so that they can inject fuel into the intake passage 21, wherein the fuel atomized in the form of spray cones of the injection valves 28, 29 is sprayed. The two injectors 28, 29 arranged as close as possible to the inlet valve 17 are aligned so that their spray cones are directed towards the inlet valve 17. The two injection valves 28, 29 are formed differently both in terms of fuel flow and in terms of the formation of the sprayed-off fuel spray cone. The first injection valve 28 injects a wide-spread spray cone 34 (FIG. Fig. 5 ) with a large cone angle and the second injection valve 29 a little fanned spray cone 35 ( Fig. 4 ) with clearly smaller cone angle. In this case, the spray cone 35 of the second injection valve 29 has a much greater penetration, so it can penetrate much deeper into the combustion chamber 15 with open inlet valve 17 as the spray cone 34 of the first injection valve 28 with much smaller penetration. The second injection valve 29 is also designed in comparison to the first injection valve 28 for a significantly larger fuel flow and can, for. B at least 70% of the full load amount. In the illustrated embodiment, the insertion opening 33 for the first injection valve 28 has a slightly greater distance from the inlet 18 than the insertion opening 37 for the second injection valve 29, so that the injection opening of the first injection valve 28 from the inlet valve 17 is slightly further than the injection opening of the second Injector 29. An equal spacing arrangement of the two insertion openings 33, 37 from the inlet 18 is also possible.

In einem in Fig. 6 bis 8 illustrierten Ausführungsbeispiel des Verbrennungszylinders 12 einer Brennkraftmaschine gemäß Fig. 1 ist der Brennraum 15 mit Zylinderkopf 13 insoweit modifiziert, als zwei Einlässe 18, 18' vorhanden sind, die von jeweils einem Einlassventil 17 bzw. 17' verschließbar sind. Zu dem ersten Einlass 18 ist ein erster Ansaugkanal 21 für Verbrennungsluft geführt (Fig. 7), und zu dem zweiten Einlass 18' ist ein zweiter Ansaugkanal 21' für Verbrennungsluft geführt (Fig. 8). Beide Ansaugkanäle 21, 21' bestehen jeweils aus einem im Zylinderkopf 13 ausgeformten Einlasskanal 22 bzw. 22' und einem an den Einlasskanal 22 bzw. 22' angesetzten Saugrohr 23 bzw. 23'. Die Kraftstoffversorgung des Brennraums 15 erfolgt in der gleichen Weise wie vorstehend in Verbindung mit Fig. 1 beschrieben worden ist. Das erste Einspritzventil 28 ist nahe dem Einlassventil 17 in eine in dem ersten Ansaugkanal 21, hier wiederum im Saugrohr 23, vorgehaltene Einstecköffnung 33 in gleicher Weise eingesetzt, um Kraftstoff in den ersten Ansaugkanal 21 einzuspritzen. Das zweite Einspritzventil 29 ist nahe dem zweiten Einlassventil 17' in eine in dem zweiten Ansaugkanal 21', hier wiederum im Saugrohr 23', vorgehaltene Einstecköffnung 37 in gleicher Weise eingesetzt, um Kraftstoff in den zweiten Ansaugkanal 21' einzuspritzen. Beide Einspritzventile 28, 29 sind wie vorstehend beschrieben ausgebildet und wiederum so ausgerichtet, dass ihre Spraykegel 34, 35 auf das jeweils zugeordnete Einlassventil 17 bzw. 17' gerichtet ist. Wie aus Fig. 6 bis 8 ersichtlich ist, ist der Öffnungsquerschnitt der beiden Einlässe 18, 18' im Brennraum 15 des Verbrennungszylinders 11 unterschiedlich groß. Das erste Einspritzventil 28 ist dem zum querschnittskleineren ersten Einlass 18 führenden ersten Ansaugkanal 21 zugeordnet, während das zweite Einspritzventil 29 in den zum querschnittsgrößeren zweiten Einlass 18' führenden zweiten Ansaugkanal 21' einspritzt. Die Querschnitte der beiden Ansaugkanäle 21, 21', genauer gesagt die Querschnitte der Einlasskanäle 22, 22' im Zylinderkopf 13, können dabei gleich groß sein, können aber - wie dies in Fig. 6 bis 8 dargestellt ist - ebenfalls unterschiedlich groß sein, wobei der erste Ansaugkanal 21, in den das erste Einspritzventil 28 einspritzt, den kleineren Durchmesser aufweist.In an in Fig. 6 to 8 illustrated embodiment of the combustion cylinder 12 of an internal combustion engine according to Fig. 1 is the combustion chamber 15 with cylinder head 13 modified insofar as two inlets 18, 18 'are present, which are closed by a respective inlet valve 17 and 17'. To the first inlet 18, a first intake passage 21 is guided for combustion air ( Fig. 7 ), and to the second inlet 18 'a second intake duct 21' for combustion air is guided ( Fig. 8 ). Both intake ports 21, 21 'each consist of an intake port 22, 22' formed in the cylinder head 13 and an intake pipe 23, 23 'attached to the intake port 22, 22', respectively. The fuel supply of the combustion chamber 15 takes place in the same manner as above in connection with Fig. 1 has been described. The first injection valve 28 is inserted in the same manner near the inlet valve 17 into an insertion opening 33 held in the first intake passage 21, here again in the intake pipe 23, in order to inject fuel into the first intake passage 21. The second injection valve 29 is inserted close to the second inlet valve 17 'in a in the second intake passage 21', here in turn in the suction pipe 23 ', held insertion opening 37 in the same way to inject fuel into the second intake passage 21'. Both injectors 28, 29 are formed as described above and in turn aligned so that their spray cone 34, 35 is directed to the respectively associated inlet valve 17 and 17 '. How out Fig. 6 to 8 it can be seen, the opening cross-section of the two inlets 18, 18 'in the combustion chamber 15 of the combustion cylinder 11 is different in size. The first injection valve 28 is assigned to the first intake passage 21 leading to the smaller-diameter first intake 18, while the second injection valve 29 is injected into the second intake passage 21 'leading to the larger-cross-sectional second intake 18'. The cross sections of the two intake passages 21, 21 ', more precisely the cross sections of the intake passages 22, 22 'in the cylinder head 13, can be the same size, but can - as in Fig. 6 to 8 is shown - also be different sizes, wherein the first intake passage 21, in which injects the first injection valve 28, the smaller diameter.

In einer weiteren Modifikation des Ausführungsbeispiels gemäß Fig. 6 bis 8 können die beiden Einlassventile 17, 17' einen unterschiedlich großen Ventilhub aufweisen. Die Zuordnung der beiden Einspritzventile 28, 29 zu den Einlassventilen 17, 17' ist dann so getroffen, dass das erste Einspritzventil 28 dem Einlassventil 17 mit dem kleineren Ventilhub und das zweite Einspritzventil 29 dem Einlassventil 17' mit dem größeren Ventilhub zugeordnet ist.In a further modification of the embodiment according to Fig. 6 to 8 For example, the two intake valves 17, 17 'may have a different valve lift. The assignment of the two injection valves 28, 29 to the intake valves 17, 17 'is then made such that the first injection valve 28 is associated with the intake valve 17 with the smaller valve lift and the second injection valve 29 with the intake valve 17' with the larger valve lift.

In einer weiteren konstruktiven Ausführung ist eines der Einlassventile 17, 17' mit einer Ventilmaskierung versehen und das erste Einspritzventil 28 spritzt in den Ansaugkanal ein, der zu dem Einlassventil mit Ventilmaskierung führt.In another constructive embodiment, one of the inlet valves 17, 17 'is provided with a valve mask and the first injection valve 28 injects into the intake passage leading to the intake valve with valve masking.

Ebenso wie dies in dem Ausführungsbeispiel gemäß Fig. 3 bis 5 illustriert ist, können auch bei dem Ausführungsbeispiel in Fig. 6 bis 8 die beiden Einspritzventile 28, 29 mit unterschiedlichem Abstand zu dem jeweils zugeordneten Einlassventil 17 bzw. 17' im Ansaugkanal 21 bzw. 21' angeordnet sein. Bevorzugt hat dabei das erste Einspritzventil 28 einen etwas größeren Abstand vom ersten Einlassventil 17 als das zweite Einspitzventil 29 vom zweiten Einlassventil 17'.As well as in the embodiment according to Fig. 3 to 5 can also be illustrated in the embodiment in Fig. 6 to 8 the two injection valves 28, 29 are arranged at different distances from the respective associated intake valve 17 or 17 'in the intake passage 21 or 21'. Preferably, the first injection valve 28 has a slightly greater distance from the first inlet valve 17 than the second injection valve 29 from the second inlet valve 17 '.

Bei allen beschriebenen Ausführungsbeispielen werden die beiden Einspritzventile 28, 29 pro Verbrennungszylinder 11 von der elektronischen Steuereinheit 32 abhängig von den Betriebspunkten der Brennkraftmaschine unterschiedlich angesteuert. Hierzu ist in der Steuereinheit 32 ein Diagramm abgespeichert, wie es in Fig. 2 schematisiert dargestellt ist. Zu einem bestimmten Betriebspunkt der Brennkraftmaschine, der durch die Drehzahl n und die von der Brennkraftmaschine abgeforderte Last L festgelegt ist, wird das eine oder andere der beiden Einspritzventile 28, 29 oder werden beide Einspritzventile 28, 29 angesteuert. Der mit 40 gekennzeichnete, schraffierte Bereich im Diagramm weist den Bereich kleiner Teillast aus, in dem nur das erste Einspritzventil 28 zur Kraftstoffeinbringung in den Brennraum 15 herangezogen wird. Der mit 41 gekennzeichnete, kreuzschraffierte Bereich dient dem Scavenging, in dem nur das zweite Einspritzventil 29 mit kleinem Spraykegel 35 und großer Penetration angesteuert wird, das keinen nennenswerten Wandfilm vor dem Einlass 18 des Brennraums15 erzeugt. In dem verbleibenden, mit 42 gekennzeichneten Bereich werden beide Einspritzventile 28, 29 zur Kraftstoffeinspritzung angesteuert.In all described embodiments, the two injection valves 28, 29 are controlled differently per combustion cylinder 11 by the electronic control unit 32 as a function of the operating points of the internal combustion engine. For this purpose, a diagram is stored in the control unit 32, as shown in FIG Fig. 2 is shown schematically. At a specific operating point of the internal combustion engine, which is determined by the rotational speed n and the load L requested by the internal combustion engine, one or the other of the two injection valves 28, 29 or both injection valves 28, 29 are actuated. The hatched area marked 40 in the diagram shows the range of small partial load, in which only the first injection valve 28 is used for fuel introduction into the combustion chamber 15. The cross-hatched region marked 41 serves for scavenging, in which only the second injection valve 29 with a small spray cone 35 and high penetration is actuated, which does not generate any appreciable wall film in front of the inlet 18 of the combustion chamber 15. In the remaining region marked 42, both injection valves 28, 29 are activated for fuel injection.

Zur Verbesserung der Gemischaufbereitung und Trumblebewegung in den verschiedenen Betriebspunkten weisen die beiden Einlassventile 17, 17' pro Brennraum 15 zeitlich versetzte Öffnungsphasen auf. Die Einspritzventile 28, 29 sind dann den Einlassventilen 17, 17' in der Weise zugeordnet, dass das erste Einlassventil 28 in dem zu den früher öffnenden Einlassventil 17 führenden Ansaugkanal 21 und das zweite Einspritzventil 29 in dem zu dem später öffnenden Einlassventil 17' angeordnet ist. In einem bestimmten Betriebsmodus der Brennkraftmaschine, kann dann das erste Einspritzventil 17 von der Steuerelektronik 32 so angesteuert werden, dass es Kraftstoff erst zu einem Zeitpunkt abspritzt, zu dem das zweite Einlassventil 17' öffent, also eine Überschneidung von geöffnetem Einlass 13, 13' und Auslaß 20 des Brennraums 15 sicher ausgeschlossen ist.To improve the mixture preparation and Trumblebewegung in the various operating points, the two intake valves 17, 17 'per combustion chamber 15 on time staggered opening phases. The injectors 28, 29 are then associated with the intake valves 17, 17 'in such a manner that the first intake valve 28 is disposed in the intake passage 21 leading to the earlier-opening intake valve 17 and the second injection valve 29 is disposed in the later-opening intake valve 17' , In a certain operating mode of the internal combustion engine, then the first injection valve 17 can be controlled by the control electronics 32 so that it sprays fuel only at a time to which the second inlet valve 17 'public, so an overlap of the open inlet 13, 13' and Outlet 20 of the combustion chamber 15 is safely excluded.

Claims (13)

  1. Internal combustion engine, having at least one combustion chamber (15) with at least one inlet (18; 18, 18') which can be closed off by an inlet valve (17; 17, 17') and which has upstream thereof an intake duct (21; 21, 21') for the intake of combustion air, and having a fuel injection device (27) which has, assigned to the at least one combustion chamber (15), a first and a second injection valve (28, 29) for the dosed injection of fuel into at least one intake duct (21; 21, 21'), wherein the injection valves (28, 29) discharge the fuel, atomized, in the form of spray cones (34, 35), wherein the first injection valve (28) is designed to discharge a broadly fanned-out spray cone (34) with a large cone angle and the second injection valve (29) is designed to discharge an only narrowly fanned-out spray cone (35) with a considerably smaller cone angle,
    characterized
    in that, in the case of two intake valves (17, 17') per combustion chamber (15), in each case one injection valve (28, 29) in an intake duct (21, 21') which leads to one of the inlet valves (17, 17') is arranged close to the respective inlet valve (17, 17') such that the spray cone (34, 35) thereof is directed towards the inlet valve (17, 17').
  2. Internal combustion engine according to Claim 1, characterized in that the second injection valve (29) has a considerably greater spray range than the first injection valve (28).
  3. Internal combustion engine according to Claim 1 or 2, characterized in that the second injection valve (29) is configured for a considerably greater fuel throughflow than the first injection valve (28).
  4. Internal combustion engine according to Claim 3, characterized in that the ratio of fuel throughflow between the second injection valve (29) and first injection valve (28) is approximately 7:3.
  5. Internal combustion engine according to Claim 1, characterized in that the opening cross sections of the two inlets (18, 18') in the combustion chamber (15) of the combustion cylinder (11) are of different sizes, and in that the first injection valve (28) is assigned to the intake duct (21) which leads to the inlet (18) of relatively small cross section and the second injection valve (29) is assigned to the intake duct (21') which leads to the inlet (18') of relatively large cross section.
  6. Internal combustion engine according to Claim 1 or 5, characterized in that the intake ducts (21, 21') which lead to the inlet valves (17, 17') have diameters of different sizes, and in that the first injection valve (28) is assigned to the intake duct (21) of relatively small diameter and the second injection valve (29) is assigned to the intake duct (21') of relatively large diameter.
  7. Internal combustion engine according to either of Claims 5 and 6, characterized in that at least one inlet valve (17) has a valve mask, and in that the first injection valve (28) is assigned to the intake duct (21) which leads to the inlet valve (17) with valve mask.
  8. Internal combustion engine according to one of Claims 5 to 7, characterized in that the two inlet valves (17, 17') have valve lifts of different magnitudes, and in that the first injection valve (28) injects into the intake duct (21) which leads to the inlet valve (17) with the relatively small valve lift and the second injection valve (29) injects into the intake duct (21') which leads to the inlet valve (17') with the relatively large valve lift.
  9. Internal combustion engine according to one of Claims 5 to 7, characterized in that the two inlet valves (17, 17') have opening phases offset in terms of time, and in that the first injection valve (28) is assigned to the intake duct (21) which leads to the inlet valve (17) which opens first and the second injection valve (29) is assigned to the intake duct (21') which leads to the inlet valve (17') which opens later.
  10. Internal combustion engine according to Claim 9, characterized in that the first injection valve (28) is activated for injection only upon the opening of the inlet valve (17') which opens later.
  11. Internal combustion engine according to one of Claims 1 to 10, characterized in that the first injection valve (28) is arranged at a greater distance than the second injection valve (29) from the associated inlet valve (17).
  12. Internal combustion engine according to one of Claims 1 to 11, characterized in that the at least one intake duct (21; 21, 21') comprises an inlet duct (22; 22, 22') formed in a cylinder head (13), which delimits the combustion chamber (15), of a combustion cylinder (11) and comprises an induction pipe (23) attached to said intake duct, and in that the injection valves (28, 29) are inserted into the induction pipe (23; 23, 23') such that the fuel discharge takes place through the inlet duct (22; 22, 22') to the inlet valve (17; 17, 17').
  13. Internal combustion engine according to one of Claims 1 to 12, characterized in that the injection valves (28, 29) are electrically actuable solenoid valves.
EP09756322A 2008-12-01 2009-11-24 Internal combustion engine Not-in-force EP2370687B1 (en)

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KR101623358B1 (en) 2016-05-23
ES2398879T3 (en) 2013-03-22
DE102008044244A1 (en) 2010-06-02
US20110283974A1 (en) 2011-11-24
EP2370687A1 (en) 2011-10-05
KR20110095876A (en) 2011-08-25
JP2012510589A (en) 2012-05-10
CN102232143A (en) 2011-11-02
WO2010063615A1 (en) 2010-06-10
US9169818B2 (en) 2015-10-27
JP5362028B2 (en) 2013-12-11
CN102232143B (en) 2014-10-29

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