EP3126653A1

EP3126653A1 - Method of injecting fuel into the combustion chamber of an internal combustion engine operating in single-fuel or multiple-fuel mode

Info

Publication number: EP3126653A1
Application number: EP15711156.8A
Authority: EP
Inventors: Olivier Laget; Stéphane Richard; Lionel Martinez
Original assignee: IFP Energies Nouvelles IFPEN
Current assignee: IFP Energies Nouvelles IFPEN
Priority date: 2014-04-03
Filing date: 2015-03-19
Publication date: 2017-02-08
Also published as: FR3019589A1; FR3019589B1; CN106164439B; US20170114730A1; WO2015150103A1; CN106164439A; US10294876B2

Abstract

The present invention relates to a fuel injection method for a compression-ignition internal combustion engine operating in single-fuel or multiple-fuel mode and including at least one cylinder (10) having a piston (16) comprising a cone (50) arranged in the centre of a concave bowl (48), and injection means (30) spraying the liquid fuel (Fuel1) along at least two spray streams (36, 38) at different stream angles (A1, A2), and intake means (24, 26, 28) for a combustive fuel. The method consists, in single-fuel mode, in injecting the liquid fuel (Fuel1) into the bottom area (Z1) and/or into the top area (Z2) of the combustion chamber and, in multiple-fuel mode, in providing a mixture of a combustive fuel with another fuel (Fuel2) in said chamber and in injecting the liquid fuel (Fuel1) into the bottom area (Z1) or into the two areas (Z1, Z2).

Description

Method for injecting fuel into the combustion chamber of an internal combustion engine operating in monocarburation or multicarburation

The present invention relates to a method for injecting fuel into the combustion chamber of an internal combustion engine, in particular a compression ignition engine. It relates more particularly to a fuel injection method for an engine used in the aeronautical or road field or in the field of stationary installations, such as a generator.

This type of engine generally comprises at least one cylinder, a piston comprising a pin disposed in a concave bowl and sliding in this cylinder in a reciprocating rectilinear motion, means for admitting an oxidizer, means for exhausting burnt gases , a combustion chamber, and injection means for injecting fuel into the combustion chamber. As is generally admitted, during the design of an engine, the constraints of performance, pollutant emissions and mechanical strength of the combustion chamber are becoming stronger while the means to satisfy them are opposite. Thus, the increase in performance generally leads to an increase in pollutant emissions and higher mechanical stresses.

It is necessary to overcome these disadvantages so as to ensure limited pollutant emissions and satisfactory mechanical strength over the entire operating range of the engine and in particular at very high load. Especially for polluting emissions the use of all the oxidant present in the combustion chamber is of great importance. Indeed, the fuel remains confined in the bowl and can not mix with the oxidant located in particular in the flush, that is to say in the volume located in the upper part of the combustion chamber delimited by the wall of the cylinder and the face of the bolt opposite the piston.

This has the disadvantage of creating high rich areas in the combustion chamber generating a high production of soot, carbon monoxide (CO) and unburned hydrocarbons (HC) during the combustion of the fuel mixture.

To overcome these disadvantages, and as is better described in the French patent application No. 13 60427 of the applicant, it is intended to use an internal combustion engine comprising fuel injection means with jets according to at least two web angles and a piston having a bowl provided with a nipple with two volumes of combustion zones and internal aerodynamics substantially improving the quality of combustion.

This makes it possible to use a larger amount of oxidant compared to traditional engines and to distribute the heat load over a larger area of the combustion chamber.

The applicant proposes to remedy the aforementioned drawbacks by further improving the combustion.

Indeed, the constant desire to reduce overall emissions of greenhouse gases and pollutants (particulates in particular) leads us to consider the increased use of alternative fuels such as natural gas or biofuels for combustion engines

For this it is necessary to adapt the combustion system to this type of fuel for optimal use because the properties of these alternative fuels are significantly different from those of conventional fuels. In particular, the burning rate of these alternative fuels is lower than that of more conventional fuels, resulting in too slow and incomplete combustion generating polluting emissions, such as unburned hydrocarbons. It is therefore necessary to put in place means to complete the combustion so that it is as complete as possible. One of the possibilities envisaged is to use a known combustion which is carried out according to two modes, a so-called monocarburation mode according to which a single fuel is used and another mode denominated multicarburation allowing to associate several fuels of different nature.

Generally, the fuel used for operation in monocarburation is a fuel in liquid form (hereinafter referred to as the FueM description), such as Diesel (diesel), but any other type of liquid fuel such as ethanol or a biofuel can be used. For the multi-fuel operation, another fuel in the gaseous state, such as NGV (Natural Gas for Vehicle), LPG (Liquefied Petroleum Gas), biogas or any other liquid fuel with volatile properties sufficient to be vaporized completely. before the initiation of combustion, such as gasoline, (hereinafter referred to as Fuel2) is associated with liquid fuel FueM.

Thus, two combustion modes are present in the same engine cycle, a conventional combustion by auto-ignition of the Diesel and a combustion of the much more inert air / gas mixture by propagation of a flame front initiated by a pilot self-ignition of Diesel. In the latter mode, a small amount of diesel fuel is thus used to initiate the combustion of a gaseous fuel mixture. The applicant has particularly developed this combustion in two modes by allowing its use for operation at high loads and / or engine speeds and this further reducing pollutant emissions.

Moreover, these combustion modes also make it possible to reduce fuel consumption, to obtain a better behavior of the engine during transient phases (cold or during acceleration for example) while maintaining an acceptable level of emission of certain pollutants. (carbon monoxide, unburned hydrocarbons). For this purpose, the invention relates to a fuel injection method for a compression-ignition internal combustion engine operating in monocarburizing mode or multicarburation mode and comprising at least one cylinder, a piston sliding in this cylinder, a chamber of combustion comprising two mixing zones Z1, Z2 and delimited on one side by the upper face of the piston having a lug rising in the direction of the cylinder head and disposed in the center of a concave bowl and a cylinder head carrying injection means fuel projecting liquid fuel according to at least two different ply angle fuel jet plies, a lower ply for zone Z1 and an upper ply for zone Z2, and means for admitting an oxidant as well as means for exhausting burnt gases, characterized in that it consists, for the monocarburizing operating mode, of injecting liquid fuel into the low zone Z1 and / or in the high zone Z2 of the combustion chamber and, for the multicarburation mode of operation, to produce in said chamber a mixture of an oxidant with another fuel and to inject liquid fuel into the low zone Z1 or in the two zones Z1, Z2 of the combustion chamber.

The method may involve injecting a liquid fuel with physicochemical characteristics allowing the operation of the engine with compression ignition, such as diesel, ethanol or a biofuel.

The method may include introducing a gaseous fuel into the combustion chamber via the manifold of the intake means for producing an oxidant / fuel mixture.

The method may include injecting a gaseous fuel in the form of NGV (Natural Gas for Vehicle), or LPG (Liquefied Petroleum Gas), or biogas

The method may include injecting into the combustion chamber a liquid fuel having volatility characteristics allowing vaporization before the initiation of combustion to produce an oxidant / fuel mixture. The method may include injecting gasoline

The method may consist, for the monocarburizing operating mode, of injecting the same mass of liquid fuel by the two plies into the oxidant present in the two zones of the combustion chamber.

The method may consist, for the monocarburizing mode of operation, of injecting, by the two layers of jets, a different mass of liquid fuel into the oxidant present in each zone.

The method may consist, for the multi-carburizing mode of operation, of injecting by the lower layer of jets liquid fuel into the oxidant / fuel mixture present in the lower zone of the combustion chamber.

The method may consist, for the multicarburation operating mode, of injecting the two jet plies with liquid fuel into the oxidant / fuel mixture present in the two zones of the combustion chamber.

The method may involve injecting by the two jet plies a different liquid fuel mass into the oxidant / fuel mixture present in each zone.

The method may consist of injecting the two masses of jets with the same mass of liquid fuel into the oxidant / fuel mixture present in each zone.

The method may consist in using means for managing the injection means as a function of the operating parameters of the engine, in particular the load and the speed of this engine. The other features and advantages of the invention will now appear on reading the following description, given solely by way of illustration and not limitation, and to which are appended:

- Figure 1 which is a diagram showing a partial view of an internal combustion engine using the method according to the invention and

FIGS. 2 to 6 which illustrate examples of operation of the motor according to FIG.

Referring to FIG. 1, a direct-injection internal combustion engine with direct injection and possibly indirect fuel injection, as illustrated without limitation in the figure, comprises at least one cylinder 10, a cylinder head 12 closing the cylinder in part high, means 14 for direct injection of liquid fuel (FueM), gaseous or liquid fuel injection means (Fuel2) and a piston 1 6 of axis XX 'sliding in the cylinder in a reciprocating rectilinear motion.

In the non-limiting example of FIG. 1, provision is made for means for indirectly injecting gaseous fuel for the Fuel2 fuel which are carried by the cylinder head.

FueM liquid fuel is understood to mean a fuel, such as diesel, ethanol or a biofuel or any other fuel having the physicochemical characteristics allowing the operation of a compression ignition type engine including an injection system direct from this fuel.

The Fuel2 fuel may be a gaseous fuel, such as NGV (Natural Gas for Vehicle), LPG (Liquefied Petroleum Gas), a biogas or any other fuel with sufficient volatility properties to be totally vaporized before the initiation of the fuel. combustion (gasoline-type fuel for example) is associated with this type FueM liquid fuel.

This engine also comprises a flue exhaust means 18 with at least one exhaust pipe 20 whose opening can be controlled by any means, such as for example an exhaust valve 22 and an intake means 24. an oxidizer with at least one tubing intake 26 whose opening can be controlled by any means, such as an intake valve 28.

The intake means may be shaped to admit the oxidant with a determined aerodynamic level (swirl rate and / or tumble for example). For this, the admission means may comprise a specific geometry of the intake manifold.

In the example described, the oxidant is air at ambient pressure or supercharged air or a mixture of air (supercharged or not) with recirculated exhaust gas re-admitted into the combustion chamber.

The direct injection means comprise at least one liquid fuel injector 30, for fuel FueM, preferably disposed in the axis XX 'of the piston whose nose 32 has a multiplicity of orifices through which the fuel is sprayed and projected towards the combustion chamber 34 of the engine.

It is from these injection means that the projected fuel forms at least two plies of fuel jets, in the example shown two plies 36 and 38 of fuel jets 40 and 42, which have, here, an axis general confused with that of the piston 1 6 while being located axially one above the other.

More specifically, the ply 36, which is located closest to the piston 1 6, is referred to in the following description of the lower ply while the ply 38 placed furthest from this plunger is called the upper ply.

As can be seen in FIG. 1, these two plies form plane angles A1 and A2 that are different from one another. By ply angle, it is understood the vertex angle that forms the cone from the injector and whose imaginary peripheral wall passes through all the axes C1 or C2 of the jets 40 or 42.

Advantageously, the ply angle A1 of the low ply is at most 130 °, preferably between 105 ° and 130 °, whereas the ply angle A2 of the high ply is at most 180 °, preferably between 155 ° and 180 °.

Of course, it can be expected that the injection means for FueM fuel are not arranged in the axis XX ', but in this case, the general axis of fuel jet plies from the fuel injector is at least substantially parallel to this axis XX '.

Similarly, it may be provided that each web is carried by a separate injector (single-web injector) with dedicated targeting in separate areas of the combustion chamber.

The fuel injection means for fuel Fuel2, which are indirect injection means 15, for the nonlimiting example illustrated in FIG. 1, comprise at least one injector 44 of Fuel2 fuel which is placed on the fuel pipe. inlet 26 so as to inject fuel into the interior of this tubing to mix with the oxidant circulating therein.

In the case of Fuel2 fuel in liquid form with high volatility properties, the injection means will be direct injection means placed on the cylinder head and will inject fuel into the combustion chamber to be totally vaporized before initiation of combustion and ensure optimal mixing with the oxidant.

The combustion chamber 34 is delimited by the internal face of the cylinder head 12 opposite the piston, the circular inner wall of the cylinder 10 and the upper face 46 of the piston 1 6.

This upper face of the piston comprises a concave bowl 48, here of axis coincident with that of the cylinder, whose concavity is turned towards the cylinder head and which houses a stud 50 located substantially in the center of the bowl, which rises towards the cylinder head 12 , being preferably coaxial with the axis of the fuel plies coming from the injector 30.

Of course, it may be provided that the axis of the bowl is not coaxial with that of the cylinder but the essential lies in the arrangement according to which the axis of the sheet of fuel jets, the pin axis and the axis of the bowl are preferably confused.

The stud 50, of generally frustoconical shape, has a top 52 preferably rounded, continuing, deviating symmetrically from the axis XX 'to the outside of the piston 1 6, by a substantially rectilinear inclined flank 54 arriving at a bottom 56 of the bowl.

In the example of FIG. 1, the bottom of this bowl is rounded with a concave rounded surface 58, called the internal rounded surface, connected to the bottom of the inclined sidewall 54 and another concave rounded surface 60, called the outer rounded surface, connected by one of its ends at the lower end of the inner rounded surface and the other of its ends to a side wall 62, here substantially vertical.

The two rounded surfaces 58 and 60 thus delimit the lower part of a toric volume, here a torus 64 of substantially cylindrical section.

The side wall 62 continues, always deviating from the axis XX ', by a convex rounded surface 66, called a reentrant, resulting in an inclined plane 68 connected to a concave inflexion surface 69 connected to a substantially flat surface 70. This flat surface is continued by an outer convex surface 72 which reaches a flat surface 74 extending to the vicinity of the wall of the cylinder.

The combustion chamber 34 thus comprises two distinct zones Z1 and Z2 in which mixing is carried out between the fuel FueM injected by the injector 30 into the oxidizer (air - supercharged or not - or mixture of air and recirculated flue gas ) and / or in the fuel mixture (combustion mixture and Fuel2 fuel) that they contain and the combustion of the fuel mixture thus formed as will be explained later. The zone Z1, delimited by the stud 48, the torus 64 of the bottom of the bowl, the wall 62 and the rounded convex surface 66, forms the lower zone of the combustion chamber which is associated with the lower layer 36 of fuel jets. C1 axis. Z2 zone, demarcated by the inclined plane 68, the concave surface 69, the substantially planar surface 70, the convex surface 72, the flat surface 74, the peripheral inner wall of the cylinder and the cylinder head 12, constitutes the upper zone of this chamber. which is associated with the upper layer 38 of C2 axis fuel jets. By this, the combustion chamber is separated into several zones (here two zones) which are associated with a fuel injection FueM and which are concerned or not by combustion depending on the operating mode and the engine load.

Thus, such a mode of operation makes it possible to obtain a fast and complete combustion with a good yield and low emissions of soot, CO and HC in conventional mode with very high load.

In addition, the distribution of heat flows between the piston and the cylinder head is optimized in particular by increasing the volume of the zone Z2 relative to a conventional piston.

The interaction between the fuel jets and the face of the piston allows increased cooling of the piston further reducing the thermal stresses on the latter. The FueM fuel injector also allows the introduction of different injected fuel masses, durations and different injection times between the slicks to ensure optimal use of the oxidant and / or the fuel mixture (combustion and fuel mixture). Fuel2) located in both the low and high zones.

The invention thus makes it possible to inject fuel either into the two zones or into one or other of these zones and thus to ensure mixing with the oxidant to achieve combustion of the fuel mixture present in the chamber.

It also makes it possible to operate the engine in multicarburation, here in bi-fueling, by using an oxidant / fuel mixture Fuel2 present in the combustion chamber in a homogeneous or almost homogeneous form and to initiate the combustion of the mixture either in the two zones. in one of these areas. Figure 2 illustrates a mode of operation of the engine in monocarburation with a homogeneous combustion for the low loads or for partial loads. For this, near the top dead center of the piston 16 during the compression phase, the liquid fuel is injected into the low zone Z1 zone of the combustion chamber using only the fuel jets 40 of the lower layer 36. to mix with the oxidant that has been admitted during the intake phase of the engine.

These late fuel injections thus advantageously allow tangent the top 52 and the side 54 of the stud 50 to end on the bottom 56, the wall 62 and the lower part of the reentrant 66. This allows to drive the oxidant present in the center of the chamber under the injector and thus to promote mixing in low zone Z1 of the chamber.

FIG. 3 illustrates another mode of operation in monocarburation which corresponds to a fuel injection in the high zone Z2 of the combustion chamber coming to rest on the surfaces 68, 70 and 72 of the piston to mix with the oxidant present in this zoned.

This mode of operation aims in particular to improve the engine starting by using only the fuel jets 42 of the upper web 38, close to the glow plug that usually includes such a type of engine.

Indeed, one of the disadvantages of the engines of the prior art is the cold start since the extent of the jet ply angle is to move these jets away from the glow plug. Moreover, this range of ply angle induces a wetting of the wall of the cylinder which is important, which is detrimental to the start. These two limitations are lifted with this operating mode with a much more open ribbon angle

Figure 4 illustrates the monocarburizing operation of the engine for high loads.

For these heavy loads, the fuel is injected into both the low zone Z1 and the high zone Z2 of the combustion chamber 34.

More specifically, the fuel jets 40 of the low sheet 36 are directed towards the zone Z1 while the fuel jets 42 of the high sheet 38 are sent to the zone Z2. In these configurations, it is possible to inject a larger fuel mass in the lower zone Z1 of the chamber 34 by the jets of the low water table 36 and a mass smaller than that of the low zone for the high zone Z2 by the high sheet 38 possibly with a phase difference between the injections.

Conversely, it can be envisaged the injection of a larger fuel mass by the web 38 in the high zone Z2 than in the low zone Z1 by the ply 36, with a possible phase shift between the injections.

Finally, it can also be envisaged injecting an identical mass of fuel in the two zones Z1 and Z2.

The choice of the mass distribution between the two layers is to be made in adequacy with the volumes of zones Z1 and Z2 and the mode of operation of the engine to be favored

The liquid fuel will be distributed optimally between the lower zone and the upper zone of the combustion chamber in accordance with the volumes of the latter two at the instant of injection. By this distribution, the local wealth in each zone can be controlled and thus the production of pollutants such as NOx, CO, HC and soot will be limited. The examples illustrated in FIGS. 5 and 6 show the various configurations in multicarburation, here in bi-fuel, which are used to further limit the pollutant emissions.

For this, during the intake phase of the engine, the intake valve 28 is controlled in opening and the fuel injector 44 Fuel2 is operative to introduce fuel into the intake manifold.

During this entire intake phase, the fuel / fuel mixture Fuel2 80 fills almost all combustion chamber 34 to a position close to the bottom dead center of the piston, position at which the inlet valve is controlled in closing .

In the compression phase of the engine, the piston reaches the vicinity of its top dead center and the injector 30 is controlled to inject liquid fuel FueM either in the low zone Z1 or in the two zones Z1 and Z2 where Combustion of the fuel / fuel mixture Fuel2 80 will be initiated by the self-ignition of the FueM fueh fuel injected.

More specifically, as illustrated in FIG. 5, an injection of liquid fuel FfueM is carried out in the fuel oxidant / fuel mixture 80 of the zone Z1 using only the fuel jets 40 of the lower sheet 36 to initiate the combustion of the fuel mixture. present in this zone Z1. This combustion with a flame front is subsequently propagated in the rest of zone Z1 and then in zone Z2. This injection is in particular carried out in operating mode of the engine with low load and low speed.

As shown in FIG. 6, for intermediate load points of the engine, an injection of a liquid fuel mass into the zone Z1 is performed by the lower ply 36 and an injection of another mass of liquid fuel by the upper sheet 38 in the zone Z2, mass which is less than that injected into the zone Z1 (possibly with a phase shift between the non-zero injections).

An injection into the fuel oxidant / Fuel2 mixture of an identical mass of liquid fuel in the two zones Z1 and Z2 is carried out through the two plies 36 and 38 (with possibly a non-zero phase shift) for the highest loads.

Finally, an injection of a large mass of FueM liquid fuel into the fuel / fuel fuel fuel Fuel2 is performed by the sheet 38 in the zone Z2 while an injection of a small mass of liquid fuel is carried out by the sheet 36 in the zone Z1 (possibly with a non-zero phase shift) for example during the starting phase of the motor.

The use of a liquid fuel injection in the two zones with a multiplicity of plies of different ply angles makes it possible to multiply the ignition points by self-ignition and thus to extend the initial flame surface intended to initiate combustion of the oxidant / gaseous fuel mixture.

This makes it possible to initiate combustion at the same time in both zones by promoting and accelerating the combustion of the oxidant / gaseous fuel mixture. This is faster and more complete while limiting the generation of pollutants. Thus, thanks to the invention, different modes of operation can be used either only with the low zone Z1 of the combustion chamber or with the whole of the combustion chamber by combining the two zones. The transition from one mode to another being continuously achievable by managing injection timings and injected masses in the various combustion zones.

More specifically, this management is controlled by a computer containing mapped engine operation maps as a function of engine speed and load, by means of management of the injection means of the various fuels as a function of engine load allowing to control the respective flow rates and proportions of Fuel2 / Fuel1 type fuel, the duration and / or the moment of injection of the Fuel 1 and / or Fuel 2 fuels and the ignition angles.

In addition, it is possible to optimize the initiation of the combustion flame propagation in the fuel oxidant / Fuel2 mixture by adjusting the injection timing and the quantities injected by the different layers of fuel jets and thus overcome the lower burning rate of alternative fuels that can be used in Fuel2 type fuel.

Thus, with at least two layers of fuel jets with two different lap angles the initiation of combustion and the combustion are distributed throughout the combustion chamber while optimizing the combustion of the oxidant / fuel fuel2 type mixture.

Claims

1) A method of fuel injection for a compression-ignition internal combustion engine operating in monocarburizing or multicarburizing mode and comprising at least one cylinder (10), a piston (1 6) sliding in this cylinder, a chamber of combustion device (34) comprising two mixing zones (Z1, Z2) and defined on one side by the upper face (46) of the piston comprising a pin (50) rising towards the cylinder head and arranged in the center of a bowl concave (48) and a yoke (12) carrying fuel injection means (30) for delivering liquid fuel (FueM) in at least two different fuel ply banks (36, 38) (A1 , A2), a lower ply (36) for the zone (Z1) and an upper ply (38) for the zone (Z2), and admission means (24, 26, 28) for an oxidizer as well as means for exhausting (18, 20, 22) burnt gas, characterized in that it consists, for the operating mode t in monocarburation, to inject liquid fuel into the low zone (Z1) and / or into the upper zone (Z2) of the combustion chamber and, for the multicarburation mode of operation, to produce in said chamber a mixture of an oxidizer with another fuel (Fuel2) and to inject liquid fuel (FueM) into the lower zone (Z1) or into the two zones (Z1, Z2) of the combustion chamber.

2) Process according to claim 1, characterized in that it consists in injecting a liquid fuel (FueM) with physico-chemical characteristics allowing the operation of the engine with compression ignition, such as diesel, ethanol or a biofuel .

3) Process according to claim 1 or 2, characterized in that it consists in introducing a gaseous fuel (Fuel2) into the combustion chamber via the tubing (26) of the intake means (24) to make a mixture (80). ) oxidizer / fuel (Fuel2).

4) Process according to claim 3, characterized in that it consists in injecting a gaseous fuel (Fuel2) in the form of NGV (Natural Gas for Vehicle), or LPG (Liquefied Petroleum Gas), or biogas. 5) Method according to claim 1 or 2, characterized in that it consists in injecting into the combustion chamber a liquid fuel (Fuel2) having volatility characteristics allowing vaporization before the initiation of combustion to achieve a mixture ( 80) oxidant / fuel (Fuel2).

6) Method according to claim 5, characterized in that it consists in injecting gasoline.

7) Process according to claim 1 or 2, characterized in that it consists, for the monocarburizing mode of operation, to inject the same mass of liquid fuel (FueM) by the two layers (36, 38) in the oxidant present in the two zones (Z1, Z2) of the combustion chamber.

8) A method according to claim 1 or 2, characterized in that it consists, for the monocarburizing mode of operation, to inject by the two layers of jets (36, 38) a different liquid fuel (FueM) mass in the oxidant present in each zone (Z1, Z2).

9) Method according to one of claims 1 to 6, characterized in that it consists, for the mode of operation in multicarburation, to inject by the lower layer of jets (36) liquid fuel (FueM) in the oxidant mixture fuel (80) present in the lower zone (Z1) of the combustion chamber (34). 10) Method according to one of claims 1 to 63, characterized in that it consists, for the mode of operation in multicarburation, to inject by the two layers of jets (36, 38) of the liquid fuel (FueM) in the oxidant / fuel mixture (80) present in the two zones (Z1, Z2) of the combustion chamber (34).

1 1) A method according to claim 10, characterized in that it consists in injecting by the two layers of jets (36, 38) a different mass of liquid fuel (FueM) in the oxidant / fuel mixture (80) present in each zone (Z1, Z2). 12) A method according to claim 10, characterized in that it consists in injecting by the two layers of jets (36, 38) the same mass of liquid fuel (FueM) in the oxidant / fuel mixture (80) present in each zone (Z1, Z2).

13) Method according to one of the preceding claims, characterized in that it consists in using means for managing the injection means according to the operating parameters of the engine, including the load and the speed of the engine.