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
  • F02B19/00—Engines characterised by precombustion chambers
  • F02B19/02—Engines characterised by precombustion chambers the chamber being periodically isolated from its 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
  • F02B19/00—Engines characterised by precombustion chambers
  • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
  • F02B19/1004—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder details of combustion chamber, e.g. mounting arrangements
  • F02B19/1014—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder details of combustion chamber, e.g. mounting arrangements design parameters, e.g. volume, torch passage cross sectional area, length, orientation, or the like
• • 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
  • F02B19/00—Engines characterised by precombustion chambers
  • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
  • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
  • F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
  • F02B19/1028—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC
  • F02B19/1061—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC with residual gas chamber, e.g. containing spark plug
• • 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
  • F02B19/00—Engines characterised by precombustion chambers
  • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
  • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
  • F02B19/109—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with injection of a fuel-air mixture into the pre-combustion chamber by means of a pump, e.g. two-cycle engines
• • 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
  • F02B19/00—Engines characterised by precombustion chambers
  • F02B19/12—Engines characterised by precombustion chambers with positive ignition
• • 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
  • F02M57/00—Fuel-injectors combined or associated with other devices
  • F02M57/06—Fuel-injectors combined or associated with other devices the devices being sparking plugs
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
  • F02P15/006—Ignition installations combined with other systems, e.g. fuel injection
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
  • H01T13/00—Sparking plugs
  • H01T13/20—Sparking plugs characterised by features of the electrodes or insulation
  • H01T13/24—Sparking plugs characterised by features of the electrodes or insulation having movable electrodes
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
  • H01T13/00—Sparking plugs
  • H01T13/40—Sparking plugs structurally combined with other devices
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
  • H01T13/00—Sparking plugs
  • H01T13/54—Sparking plugs having electrodes arranged in a partly-enclosed ignition 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
  • F02B19/00—Engines characterised by precombustion chambers
  • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
  • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
  • F02B19/108—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber
  • F02B19/1085—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber controlling fuel injection
• • 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
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P13/00—Sparking plugs structurally combined with other parts of internal-combustion engines
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies

Definitions

• the present invention relates to a valve ignition prechamber which makes it possible to ignite a main charge introduced into the combustion chamber of an internal combustion engine by means of a pilot charge ignited by a spark, said antechamber being designed to optimize the efficiency of said pilot charge to ignite said main charge.
• the maximum and average efficiency of reciprocating internal combustion engines according to the state of the art is relatively low. In automobiles, the maximum efficiency is of the order of thirty-five percent for Otto-cycle spark ignition engines, and of the order of forty percent for Diesel cycle engines. With regard to the average efficiency in current use of automobile engines, it is most often less than twenty percent for spark ignition engines, and twenty-five percent for diesel engines.
• the fraction of the energy released by the combustion of the fuel and which is not transformed into useful work is mainly dissipated in the form of heat in the cooling system and the exhaust of said engines.
• the said feedstock is less sensitive to the uncontrolled self-ignition of the air-fuel mixture.
• This self-ignition is responsible for rattling, an undesirable phenomenon characterized by a detonating combustion that deteriorates the efficiency of spark ignition engines and damages the mechanical components that constitute them.
• the desensitization to rattling that provides the dilution of the load allows said engines to either operate at higher compression ratio, or to operate with ignition that is triggered at the most favorable time possible performance, or both.
• the engines operating with stoichiometry are only compatible with a three-way catalyst, a device known per se that post-processes the pollutants resulting from combustion.
• Said catalyst is responsible for burning hydrocarbons that have not been burned in the combustion chamber of the engine. The products of this combustion are water vapor and carbon dioxide already present in the atmosphere.
• Said three-way catalyst also finalizes the oxidation of notoriously polluting carbon monoxide to also convert it to carbon dioxide, and reduces the nitrogen oxides to convert them into atmospheric dinitrogen which constitutes about seventy-eight percent of the carbon dioxide. terrestrial atmosphere, and which is by nature non-polluting.
• the fuel energy in the charge begins to release as heat and the flame begins to expand.
• said flame communicates its heat to the surrounding gas-EGR / gas-fresh mixture, burnable layer after burnable layer.
• Each layer is brought to its ignition temperature by the previous layer, burns, and releases heat that it communicates to the next layer and so on.
• the flame propagates in the three-dimensional space of the combustion chamber of the spark ignition engine.
• cooled EGR makes the initialization of combustion difficult, and then considerably slows the development of the latter both because of the overall reduction of its temperature, and because of the heterogeneities of oxidant and / or fuel found in the volume of the combustion chamber and therefore, on the path of the flame.
• the higher the cooled EGR charge content the more unstable the engine becomes. From a certain content, misfires occur and the efficiency - which hitherto tended to increase with the cooled EGR content of the charge - decreases. Beyond a certain content of said EGR, the spark ignition engine stops, the combustion is unable to initialize.
• the spark ignition and high pressure lamination device for an internal combustion engine referred to in said patent proposes to inject under high pressure, in the center of the spark plug and shortly before the triggering of the spark, an approximately stoichiometric pilot charge, highly burnable because undiluted with cooled EGR, and potentially slightly rich in fuel.
• said pilot charge bathing the electrodes of the candle as soon as an electric arc is formed between said electrodes, said charge ignites immediately and releases the energy it contains.
• said load itself is the ignition means in itself whose power is several hundred to several thousand times greater than that of the electric arc that allowed to ignite. It is practically impossible to obtain such ignition power with electric means alone.
• the maximum benefit of the cooled EGR would be found if it were possible to operate a spark ignition engine simultaneously with a main charge whose cooled EGR content is of the order of fifty percent on the one hand , and with a stability and a total combustion time comparable to those found on the same said engine when the latter burns an undiluted charge on the other hand.
• the solution could come from the use of a prechamber into which the pilot charge would be introduced, said prechamber being able to house the electrodes of the spark plug and even to be an integral part of said spark plug as proposed in US Pat. No. 4,319,552.
• the first advantage of such a prechamber is that it potentially maintains the pilot charge as close as possible to the electrodes of the spark plug, which can limit the dispersion of said charge in the main combustion chamber of the spark ignition engine before the fire of said charge.
• the second advantage of said antechamber is that once ignited, the pilot charge pressurizes said prechamber which sends hot gas torches at high speed in the main combustion chamber of the spark ignition engine via orifices that includes said prechamber.
• This firing of the main charge by means of torches is very effective because instead of starting from the center of the combustion chamber as is the case with an ordinary spark plug, the flame is initialized in multiple places of the combustion chamber, and develops radially from the periphery of the chamber to the center of the chamber, and tangentially between each torch.
• the fuel energy is released in a very short time, which is favorable to the thermodynamic efficiency of the spark ignition engine because not only the relaxation is more productive in work, but the slightest sensitivity to rattling that results from a Such rapid combustion makes it possible to operate the engine with a significantly higher volumetric ratio.
• said prechamber would eject through its orifices flares of hot gas with a high speed that both initialize the combustion over a great radial length around the ignition point, but also, would squint the flame front which would favor the development of the flame perpendicular to said torches.
• the prechamber must have a protruding dome which penetrates sufficiently into the combustion chamber of the engine so that the holes expelled by said dome and by which the hot gases are ejected to form torches are positioned sufficiently to interior of said chamber so that said torches do not lick the cold internal walls of said engine.
• the pressure in the combustion chamber of the engine rapidly becomes greater than that prevailing in the prechamber so that hot gases pass through the holes of the dome in the opposite direction, again heating the latter.
• the pressure prevailing in said prechamber becomes greater than that prevailing in the combustion chamber of the engine.
• the hot gases contained in the prechamber repass a third time through said holes, further overheating said dome.
• the protruding dome behaves like a "hot ball” like the ignition system of the internal combustion engine invented by Stuart Herbert-Akroyd and described in the patent CHD4226 of December 4 1891.
• Such a hot spot then potentially leads to inadvertent ignitions of the non-spark-controlled main charge.
• the rattling that may follow is likely to damage or even destroy the spark ignition engine.
• One solution may be to intensively cool said dome to prevent it from constituting a hot spot.
• the resulting heat export is to the detriment of the efficiency of hot gas torches whose temperature and velocity are reduced when they pass through the holes in said dome, and on the other hand, the thermodynamic efficiency of the spark ignition engine.
• the prechamber can not behave like a "hot-ball" ignition device as previously mentioned or at least that the initialization of the combustion of the main charge is triggered at the chosen moment, and not suffered at an uncontrolled time.
• an air-fuel pilot load carried at high pressure is not energy free. It must first compress air, which requires a compressor driven by the spark ignition engine itself, and then inject fuel into said air. Another strategy may consist in directly compressing an air-fuel mixture previously constituted.
• Another strategy may consist in directly compressing an air-fuel mixture previously constituted.
• the pilot charge must contain the smallest amount of air-fuel mixture possible, previously put under the lowest possible pressure.
• the beginning of the injection of the pilot load therefore takes place under a differential pressure greater than the end of said injection.
• the speed of ejection of the gases constituting the pilot charge by the injector is greater at the beginning of the injection than at the end of the injection.
• the pressure in the antechamber is lower than that prevailing in the compression chamber of the engine. Part of the main load therefore first enters said prechamber as said load is compressed.
• the injector injects into the prechamber the pilot charge that mixes with the fraction of the main charge which has a high EGR content and which was previously introduced into said prechamber.
• the flammability of the mixture thus constituted of air, fuel and EGR is therefore necessarily heterogeneous in the volume of the prechamber and out of the prechamber.
• the efficiency of the pilot charge to ignite as quickly as possible is reduced as well as the effectiveness of the flaming gas torches to ignite the main charge.
• the objective would be to give the device the ability to develop said combustion very rapidly until a fraction of at least ninety or one hundred percent of said fuel is burned. As previously mentioned, this could be achieved by means of a prechamber as suggested by US Pat. No. 4,319,552, but with the sole condition of circumventing the notorious or even crippling defects of such a prechamber. For this, it is necessary to significantly improve the efficiency of said prechamber which includes avoiding that it behaves like a "hot ball", to prevent the pilot charge is dispersed in the main chamber, and limit the amount of energy required to compress said pilot charge to same ignition efficiency.
• the ignition pre-ignition chamber according to the invention provides:
• valve ignition prechamber can be applied to any rotary ignition engine or internal combustion irrespective of the type, regardless of the gaseous fuel, liquid or solid that it consumes, and that its main charge is diluted with EGR cooled or not, with a neutral gas of any nature whatsoever, or with a gas rich in oxygen or any other oxidant.
• pilot charge that receives the valve ignition prechamber according to the invention may contain a fuel and / or oxidant different from the fuel and / or oxidant which constitutes the main charge of the spark ignition engine.
• the ignition prechamber according to the present invention is provided for an internal combustion engine which comprises a cylinder head which caps a cylinder to form a combustion chamber in which a main charge can be burned, said prechamber comprising: ⁇ At least one stratification cavity which is firstly arranged in the cylinder head and is connected to the combustion chamber by a stratification duct and which, on the other hand, receives a lamination injector which can directly or indirectly inject into said cavity a charge pilot previously pressurized by compression means, said load consisting of an AF fuel-fuel mixture easily ignitable by means of a spark;
• a laminating valve which can seal all or part of the lamination duct and which exposes, on the one hand, a cavity-side face subjected to the pressure of the gases prevailing in the lamination cavity and, on the other hand, a chamber-side face subjected to the pressure of the gases prevailing in the combustion chamber, said laminating valve being able to translate with respect to said duct under the effect of the pressure of the gases either towards the lamination cavity when said pressure prevailing in the latter is less than the pressure prevailing in the combustion chamber, towards said chamber when the pressure in the latter is lower than the pressure in the lamination cavity; ⁇ At least one cavity-side check stopper that determines the position of the laminating valve closest to the laminating cavity;
• the valve ignition pre-chamber comprises a laminating valve which closes all or part of the lamination duct when it is closer to the lamination cavity while it opens said duct on a larger section when positioned closest to the combustion chamber.
• the valve ignition prechamber according to the present invention comprises a cavity-side valve stop which consists of a valve closure seat arranged in the lamination duct or at any of the ends of said duct, said cooperating seat. with a cavity-side valve seat that the lamination valve has at its periphery and / or at its end.
• the valve ignition prechamber according to the present invention comprises a valve closure seat and a cavity-side valve seat which constitute a seal when in contact with each other, said sealing preventing any gas from passing through. at said contact when the pressure in the combustion chamber is greater than the pressure in the lamination cavity.
• the valve ignition prechamber according to the present invention comprises a chamber-side valve stop which consists of a valve opening seat arranged in the lamination duct or at any of the ends of said duct, said cooperating seat with a chamber-side valve seat that the laminating valve has at its periphery and / or at its end.
• the valve ignition prechamber according to the present invention comprises a valve opening seat and a chamber-side valve seat which provide a seal when in contact with each other so as to prevent any gas from passing through. at the level of said contact.
• the valve ignition prechamber according to the present invention comprises a laminating valve which comprises in its periphery guiding means which maintain said valve approximately centered in the lamination duct, and approximately in the same longitudinal orientation as said duct and this, regardless of the axial position of said valve relative to said conduit.
• the valve ignition prechamber according to the present invention provides that when the valve opening seat and the chamber side valve seat are in contact with each other, the laminating valve forms with the laminating duct a torch ignition prechamber which communicates simultaneously with the lamination cavity and with the combustion chamber via at least one gas ejection port.
• the valve ignition pre-chamber according to the present invention comprises an inner peripheral wall of the ignition prechamber torch which is cylindrical while the laminating valve has a circular periphery and is housed with a small radial clearance in said prechamber.
• the valve ignition pre-chamber according to the present invention comprises a lamination duct which projects into the combustion chamber in the form of a protruding ejection dome which houses the ignition prechamber and from which opens the flare gas ejection port.
• the valve ignition pre-chamber according to the present invention comprises a valve opening seat which is arranged in the protruding ejection dome.
• the ignition pre-ignition valve provides that when the laminating valve is positioned close to the combustion chamber that is to say in the vicinity or in contact with the chamber-side valve stopper with which it cooperates, said valve discovers at least one gas ejection port that connects the lamination cavity with the combustion chamber.
• the ignition pre-ignition chamber comprises ignition means which consist of a spark plug which closes the first end of a perforated connecting tube which traverses all or part of the internal volume of the cavity layer and whose body is radially traversed by at least one radial lumen which connects the interior of said tube with said internal volume, while the second end of said tube receives the lamination duct and the laminating valve, and yet that the central electrode and the ground electrode of said spark plug are housed inside the perforated connecting tube.
• ignition means consist of a spark plug which closes the first end of a perforated connecting tube which traverses all or part of the internal volume of the cavity layer and whose body is radially traversed by at least one radial lumen which connects the interior of said tube with said internal volume, while the second end of said tube receives the lamination duct and the laminating valve, and yet that the central electrode and the ground electrode of said spark plug are housed inside the perforated connecting tube.
• the ignition prechamber according to the present invention comprises a cavity-side face which exposes an aerodynamic dome.
• the ignition prechamber valve according to the present invention comprises a cavity-side face which forms a ground electrode which faces a central electrode that comprises a spark plug the latter constituting the ignition means.
• the valve ignition prechamber comprises a laminating valve which is axially thicker at its periphery which receives the cavity-side valve seat and the chamber-side valve seat than at its center.
• Figure 1 is a schematic sectional view of the ignition prechamber valve according to the invention as it can be installed in the cylinder head of an internal combustion engine.
• Figure 2 is a schematic sectional view of the valve ignition prechamber according to the invention, the laminating valve can completely close the lamination duct when the cavity-side valve seat that has said lamination valve is in contact with the seat shutter valve with which it cooperates, while said laminating valve forms a pre-ignition chamber by torch which is housed in a protruding ejection dome when said valve rests on its chamber-side valve stop.
• Figures 3 to 8 are partial close-up views in schematic section of the ignition prechamber valve according to the invention and according to the particular configuration shown in Figure 2, said close-up views illustrating various phases of operation of said prechamber.
• Figure 9 is a schematic sectional view of the ignition prechamber valve according to the invention incorporating the main features shown in Figure 2 to which is added a radially perforated connecting tube traversed by radial lumens, said tube passing through the internal volume of the lamination cavity and forming an integral part of a spark plug, while the cavity-side face of the lamination valve forms a ground electrode which faces a central electrode that includes said spark plug.
• FIG. 10 is a three-dimensional view of the ignition prechamber with a flap according to the invention and according to the variant embodiment shown in FIG. 9.
• Figure 1 1 is a three-dimensional view in broken longitudinal section of the ignition prechamber valve according to the invention and according to the embodiment shown in Figure 9.
• Figure 12 is an exploded three-dimensional view of the ignition prechamber valve according to the invention and according to the embodiment shown in Figure 9.
• FIGS 1 to 12 show the valve ignition prechamber 1, various details of its components, its variants, and its accessories.
• FIG. 1 shows that the valve ignition pre-chamber 1 is specially designed for an internal combustion engine 2 which comprises a cylinder head 3 which caps a cylinder 4 to form a combustion chamber 5 with a piston 31 in which it can be burned a main charge 30.
• valve ignition prechamber 1 comprises at least one lamination cavity 6 which, on the one hand, is arranged in the cylinder head 3 and is connected to the combustion chamber 5 by a lamination duct 7 and which, on the other hand, receives a lamination injector 8 which can directly or indirectly inject into said cavity 6 a pilot load 9 previously pressurized by compression means 10.
• the pilot charge 9 is, according to the invention, constituted by an AF fuel-fuel mixture that is highly flammable by means of a spark.
• the lamination injector 8 provided by the valve ignition pre-chamber 1 according to the invention and which can, directly or indirectly via an injector outlet duct 28, inject the charge pilot 9 in the lamination cavity 6.
• the lamination injector 8 may be of any type without restriction, and may consist of any apparatus capable of introducing into the lamination cavity 6 according to any operating procedure whether it be a pilot charge 9 and this, that the fuel-fuel mixture AF that contains said charge 9 is formed upstream or downstream of said lamination injector 8 with the possible assistance of another injector either gas or liquid, or with the assistance of a carburetor known per se.
• the lamination cavity 6 and the lamination duct 7 can advantageously be coated with a refractory material known per se, or be made of said material.
• an air gap may be left between at least a portion of the lamination cavity 6 and / or the lamination duct 7, and the yoke 3 which receives these components 6, 7 of FIG. on the other hand, so as to limit heat exchanges between said components 6, 7 and said cylinder head 3.
• the valve ignition prechamber 1 according to the invention comprises ignition means 1 1 which open into the lamination cavity 6 and which can ignite the pilot charge 9, said means 1 1 may consist of a spark plug 12 known per se. Still in FIGS.
• valve ignition prechamber 1 comprises a laminating valve 13 which can seal in all or part of the laminating duct 7 and which exposes, on the one hand, a single face cavity side 14 subjected to the pressure of the gases prevailing in the lamination cavity 6 and secondly, a chamber side face 15 subjected to the pressure of the gases prevailing in the combustion chamber 1 January.
• said laminating valve 13 can translate with respect to the stratification duct 7 under the effect of the pressure of the gases either towards the lamination cavity 6 when said pressure prevailing therein is lower than the pressure prevailing in the laminating cavity. combustion chamber 5, in the direction of said chamber 5 when the pressure prevailing therein is lower than the pressure prevailing in lamination cavity 6.
• the laminating valve 13 can also move in the lamination duct 7 under the effect of gravity or acceleration, which can not be interpreted as any advantage or a desired mode of operation.
• the laminating valve 13 may be made of a temperature-resistant superalloy and remain as light as possible, or of a ceramic material such as silicon carbide.
• valve ignition pre-chamber 1 comprises at least one cavity-side valve stop 16 which determines the position of the laminating valve 13 closest to the cavity of the invention. 6. This is particularly visible in Figures 3 to 8.
• the valve ignition pre-chamber 1 according to the invention comprises at least one chamber-side valve stop 17 which determines the position of the laminating valve 13 closest to the combustion chamber 5.
• the laminating valve 13 may close all or part of the lamination duct 7 when it is closest to the lamination cavity 6 while it opens said duct 7 over a wider section when it is positioned closer to the combustion chamber 5.
• the cavity-side valve stop 16 may consist of a valve closure seat 18 provided in the laminating duct 7 or at any of the ends of said duct 7, said seat 18 cooperating with a cavity-side valve seat surface 19 that the laminating valve 13 presents at its periphery and / or at its end.
• shutter valve seat 18 and the cavity-side valve seat 19 may constitute a seal when they are in contact with each other, said sealing preventing any gas from passing to the level of said contact when the pressure in the combustion chamber 5 is greater than the pressure in the lamination cavity 6.
• the chamber-side valve stop 17 may consist of a valve opening seat 20 arranged in the laminating duct 7 or at any of the ends of said duct 7, said seat 32 cooperating with a chamber-side valve seat 21 that the laminating valve 13 has at its periphery and / or at its end.
• valve opening seat 20 and the chamber-side check valve seat 21 may provide a seal when in contact with each other so as to prevent any gas from passing at said contact.
• FIGS. 3 to 8 and FIG. 12 clearly show that the laminating valve 13 may comprise in its periphery guide means 22 which hold said valve 13 approximately centered in the laminating duct 7, and approximately in the same longitudinal orientation as said duct 7 and this, regardless of the axial position of said valve 13 with respect to said duct 7.
• the laminating valve 13 can form with the laminating duct 7 a torch ignition prechamber 23 which simultaneously communicates on the one hand with the laminating cavity 6 and on the other hand with the combustion chamber 5 via at least one gas ejection port 24.
• the inner peripheral wall of the ignition prechamber torch 23 may be cylindrical while the laminating valve 13 has a circular periphery and is housed low radial clearance in said prechamber 23 so that a small radial clearance is left between said valve 13 and said wall regardless of the position of said valve 13 relative to said prechamber 23, said small clearance forming a restricted passage which slows down the passage of gas between the lamination cavity 6 and the combustion chamber 5.
• FIGS. 1 to 12 show that according to a particular embodiment of the valve ignition prechamber 1 according to the invention, the lamination duct 7 can project into the combustion chamber 5 in the form of a dome protruding ejection 25 which houses the ignition pre-ignition chamber 23 and which opens the gas ejection orifice 24.
• the gas ejection orifice 24 may be more or less oriented towards the chamber of combustion 5 and exit more or less tangentially to the periphery of the protruding ejection dome 25.
• the geometry of the gas ejection orifice 24 may vary depending on whether the jet of gas leaving said orifice 24 is provided rather directional , or rather diffuse.
• the gas ejection orifice 24 may be cylindrical, conical, or form a convergent or a divergent.
• valve opening seat 20 can be arranged in the protruding ejection dome 25, the latter can be coated with antifriction material and / or non-stick and / or refractory known per se, or be made of said material.
• the ignition means 11 may consist of a spark plug 12 which closes the first end of a perforated connecting tube 26 which passes all or part of the internal volume of the lamination cavity 6 and whose body is radially traversed by at least one radial slot 27 which connects the inside of said tube 26 with said internal volume, while the second end of said tube 26 receives the lamination duct 7 and the valve lamination 13, and while the central electrode 40 and the ground electrode 39 of said spark plug 12 are housed inside the perforated connecting tube 26.
• the perforated connecting tube 26 may be part of the spark plug 12 which it extends the base.
• the spark plug 12 is directly screwed into the cylinder head 3 by means of a threading formed on the outer cylindrical face of its base and / or on the outer cylindrical face of the perforated connecting tube 26 which extends it.
• the spark plug 12 can be screwed into said tube 26 while the latter is screwed into the cylinder head 3.
• a seal is made between the yoke 3 on the one hand and the candle 12 and / or the perforated connecting tube 26 on the other hand, both at the level of said spark plug 12 and at the lamination duct 7.
• FIGS. 9 to 12 illustrate that the cavity-side face 14 can expose an aerodynamic dome 29 which makes it possible, in particular, to direct the flow of gas towards the gas ejection opening (s) 24 by offering the said flow as little resistance as possible and by generating in said flow the least possible turbulence.
• FIGS. 1 to 12 show that according to a particular embodiment of the valve ignition prechamber 1 according to the invention, the cavity-side face 14 can form a ground electrode 39 which faces a central electrode 40 that comprises a spark plug 12 the latter constituting the ignition means 1 1, an electric arc can be formed between said ground electrode 39 and said central electrode 40 when a high-voltage current passes from said central electrode 40 to said electrode of mass 39.
• Figures 1 to 12 further illustrate that the laminating valve 13 may be axially thicker at its periphery which receives the cavity-side valve seat 19 and the chamber-side valve seat 21, than at its center.
• valve 13 gives said valve 13 a radial thickness which increases from the center of said valve 13 towards the periphery of the latter, so that said valve 13 is both the lightest possible and the most resistant to possible shocks, while ensuring its cooling most effectively possible at the contact between its valve seats 19, 21 and the seats 18, 20 with which cooperate said bearing surfaces 19, 21.
• said prechamber 1 is implemented in an internal combustion engine 2 which comprises a cylinder head 3 which cap a cylinder 4 to form with a piston 31 a combustion chamber 5 in which can be burned a main charge 30.
• piston 31 is connected to a crankshaft 37 via a connecting rod 38, said piston 31 printing said crankshaft 37 a rotational movement when said piston 31 is driven by an alternating translational movement in the cylinder 4 .
• FIG. 1 also shows that the combustion chamber 5 can be placed in communication with an intake duct 32 via an intake valve 34 while said chamber 5 can be placed in communication with an exhaust duct 33 by means of a exhaust valve 35.
• FIGS. 1 to 8 which will be taken here as examples to illustrate the operation of the valve ignition prechamber 1 according to the invention, show that said antechamber 1 is integrated with the cylinder head 3.
• Said FIGS. 1 to 8 also show that the ignition means 1 1 here consist of a spark plug 12 known per se and whose electrodes open into the lamination cavity 6. Note also in FIGS.
• the lamination injector 8 which can inject a pilot charge 9 into the lamination cavity 6 via an injector outlet duct 28.
• the pilot charge 9 consisting of an easily flammable fuel-oxidant mixture AF has been pressurized by a laminating compressor 36 which forms the compression means 10.
• a laminating compressor 36 which forms the compression means 10.
• the volumetric ratio of the internal combustion engine 2 - out of volume of the ignition pre-ignition chamber 1 - is fourteen to one.
• a volume swept by the piston 31 of five hundred cubic centimeters is provided while the volume of the combustion chamber 5 is thirty eight decimal five cubic centimeters.
• the volume of the ignition pre-ignition chamber 1 - including the volume of the laminating duct 7 and that of the injector outlet duct 28 - here is half cubic centimeter.
• the cavity-side valve stop 16 consists of a shutter seat valve 18 arranged in the lamination duct 7, said seat 18 cooperating with a cavity-side valve seat 19 that has the lamination valve 13 at its periphery.
• valve closing seat 18 and the cavity-side valve seat 19 form a seal when in contact with each other, said sealing preventing any gas from passing at said contact when the pressure prevailing in the combustion chamber 5 is greater than the pressure prevailing in the lamination cavity 6.
• the chamber-side valve stop 17 consists of a valve opening seat 20 arranged in the conduit laminating member 7, said seat 32 cooperating with a chamber-side valve seat 21 that the laminating valve 13 has at its periphery. This particular configuration is clearly visible in figures
• valve opening seat 20 and the chamber-side valve seat 21 provide a seal when in contact with each other so as to prevent any gas from passing through the chamber. said contact.
• the laminating valve 13 forms with the laminating duct 7 an annular ignition pre-chamber 23 of annular form, said pre-chamber 23 simultaneously communicating on the one hand with the lamination cavity 6, and on the other hand with the combustion chamber 5 via several gas ejection ports 24.
• the inner peripheral wall of the ignition prechamber torch 23 is cylindrical while the laminating valve 13 has a circular periphery and is housed at low radial clearance in said prechamber 23 so that a small radial clearance is left between said valve 13 and said wall regardless of the position of said valve 13 with respect to said prechamber 23, said small clearance forming a restricted passage which brakes any passage of gas - via said small clearance - between the lamination cavity 6 and the combustion chamber 5.
• the lamination duct 7 opens projecting into the combustion chamber 5 in the form of a protruding ejection dome 25 which houses the pre-ignition chamber by torch 23 and which open out the gas ejection orifices 24 which, according to this example, are oriented towards the combustion chamber 5. It will be noted in passing that the seat of open Valve 20 is arranged in the protruding ejection dome 25.
• the cavity-side face 14 of the laminating valve 13 exposes an aerodynamic dome 29 which makes it possible, in particular, to direct the flow of gas towards the gas ejection orifices 24 by offering the said flow the least amount of gas. resistance and generating in said flow the least possible turbulence.
• the laminating valve 13 is axially thicker at its periphery than at its center. This feature allows said valve 13 to be both the lightest possible and the most resistant to possible shocks, while ensuring its cooling as effectively as possible a level of contact between its valve seats 19, 21 and the seats 18, 20 with which cooperate said bearing surfaces 19, 21.
• the laminating valve 13 can be made in a mechanically and thermally highly resistant superalloy.
• the diameter of the ejection orifices gas 24 is equal to twelve hundredths of a millimeter while the maximum total travel that can traverse the laminating valve 13 between the shutter valve seat 18 and the valve opening seat 20 is worth fifteen hundredths of a millimeter.
• cooled EGR substantially stoichiometric main air-fuel charge substantially diluted by cooled recirculated exhaust gases known as "cooled EGR".
• Said charge 30 is therefore resistant to ignition and is in no way conducive to rapid development of its combustion in the three-dimensional space of the combustion chamber 5.
• the pilot charge 9 which will be implemented by the valve ignition prechamber 1 according to the invention must have the greatest possible efficiency not only to initialize the combustion of the main charge 30, but also to develop said combustion in the shortest possible time. It is understood that these two objectives are directly served by the ignition prechamber valve 1 according to the invention.
• the pilot charge 9 contains a comma six percent of the fuel contained in the main charge.
• said pilot charge 9 consisting of an AF fuel-fuel mixture that is highly flammable by means of a spark.
• the pressure prevailing in the combustion chamber 5 is lower than the pressure that prevails in the lamination cavity 6.
• the laminating valve 13 remains plated on the seat of FIG. valve opening 20 with which it cooperates and the lamination cavity 6 is placed in communication with the combustion chamber 5 through the gas ejection ports 24 via the torch ignition pre-chamber 23.
• said piston 31 compresses the main charge 30 and the pressure prevailing in the combustion chamber 5 becomes higher than that prevailing in the lamination cavity 6.
• the pressure difference between said chamber 5 and said cavity 6 increases all the more rapidly as, on the one hand, the section of the gas ejection orifices 24 is small and, on the other hand, a small radial clearance is left between the stratification valve 13 and the inner wall of the ignition pre-chamber by torch 23, regardless of the position of said valve 13 relative to said prechamber 23.
• the gases constituting the main charge 30 have virtually no other passage than that constituted by the gas ejection orifices 24.
• shutter 18 is worth a few degrees of rotation of the crankshaft 37 or even one or two degrees only of said rotation, these values being given only as an indication.
• the laminating valve 13 closes the lamination duct 7 and the combustion chamber 5 no longer communicates with the lamination cavity 6.
• the pressure which continues to increase in the combustion chamber 5 due to the rise of the piston 31 in the cylinder 4 has no further effect on the pressure in the lamination cavity 6, said pressure remaining stable.
• the flow rate of the injector has been calculated so that the pressure in the lamination cavity 6 remains always lower than that which prevails in the combustion chamber 5 so that the laminating valve 13 never takes off from the seat. shutter valve 18 with which it cooperates via its valve seat side cavity 19.
• the pilot charge 9 consists of a highly flammable AF comburent-fuel mixture
• the flame initialized by the spark plug 12 propagates very rapidly in the pilot charge 9, the temperature of which increases just as rapidly. , as well as the pressure in the lamination cavity 6.
• the pressure in said cavity 6 is now twenty bars greater than that prevailing in the combustion chamber 5.
• the hot gases have their pressure drop by 20 bar when they are heated. passing through the gas ejection orifices 24 so that their temperature falls around one thousand three hundred degrees.
• said gases are animated with a high speed which allows them to penetrate deeply into the volume of the combustion chamber 5.
• said hot gases ignite the surrounding gases constituting the main charge 30.
• said surrounding gases are found animated by a high local velocity by said hot gases, said velocity materializing in the form of micro turbulence. The folding of the flame front resulting from said micro turbulence promotes the development of combustion, which propagates rapidly to the entire main charge 30 and in the entire volume of the combustion chamber 5.
• the effectiveness of the ignition pre-ignition chamber 1 according to the invention in developing the said combustion is all the greater as the hot gas torches formed around the protruding ejection dome 25 ignite the charge. main 30 in multiple places of the combustion chamber 5.
• combustion of said load 30 develops in a second phase radially from the periphery of said chamber 5 towards the center of said chamber 5, and tangentially between each flaming gas torch coming out of the ejection dome protruding through the gas ejection ports 24.
• combustion-fuel mixture AF constituting the pilot charge 9 completely burned and largely ejected in the form of hot gas jets via the gas ejection orifices 24, combustion develops in the combustion chamber 5 and the pressure prevailing in the latter quickly becomes greater than that prevailing in the lamination cavity 6.
• the chamber-side face 15 of the stratification valve 13 receives a pressure greater than that which is exerted on the cavity-side face 14 of the valve 13.
• This situation is illustrated in FIG. 7. Since the combustion of the main charge 30 operates very rapidly despite the high content of "cooled EGR" of the said charge 30, the said combustion is completed only a few degrees of crankshaft 37 after the Top Dead Center of the piston 31. The thermodynamic efficiency of the internal combustion engine 2 will thus be able to be maximum because the trigger has barely started while the entire energy contained in the fuel constituting the main charge 30 has been released.
• the piston 31 then starts its expansion stroke and begins to transform into work a large part of the heat of the hot and burned gases of the main charge 30. Said work is transmitted to the crankshaft 37 by said piston 31 via the connecting rod 38.
• the chamber-side valve seat 21 of the laminating valve 13 returns to contact with the valve opening seat 20, as illustrated in FIG. 8.
• the laminating valve 13 again completely uncovers the ejection of the gases 24 and the residual hot gases of the pilot charge 9 are ejected via said orifices 24 to be expanded by the piston 31, at the same time as the expansion of the main charge 30 is continued.
• the exhaust valve 35 opens and the gases finish to relax in the exhaust duct 33 before being actively discharged by said piston 31 into said duct 33 when said piston 31 rises in the cylinder 4 towards its top dead center.
• the lamination cavity 6 can finish expelling residual hot gases from the pilot charge 9 via the gas ejection ports 24. This expulsion can also continue during the admission phase which marks the start of a new four-stroke cycle of Otto or Beau de Rochas according to the usual sequencing.
• the ignition prechamber valve 1 according to the invention has limited pressure injecting the pilot charge 9 at approximately twenty bars. This relatively low pressure has not only made it possible to limit the energy consumption of the laminating compressor 36, but also to limit the complexity thereof in that a single compression stage was sufficient to reach said pressure.
• the time allowed for the lamination injector 8 to inject the pilot charge 9 into the lamination cavity 6 has been almost equivalent to the time allocated to the compression phase of the internal combustion engine 2 according to the cycle at four beats of Otto or Beau de Rochas. This made it possible, on the one hand, to limit the dynamics sought for said injector 8, and on the other hand, to limit the supply pressure of said injector 8. This contributes in particular to reducing the cost and the complexity of said injector 8 while giving it better reliability, and great durability.
• the pilot charge 9 has maintained a maximum flammability which, combined with a pressure of only 20 bar when the spark plug 12 ignited said charge 9, has made it possible to limit the voltage to be applied across the terminals. of said spark plug 12 to obtain said firing. This results in a lower power consumption to power said candle 12, and increased durability of the latter.
• the thermal load applied to the protruding ejection dome 25 has been reduced to a bare minimum in that the gases raised to high temperature have passed through the gas ejection orifices 24 only once, compared to three for any prechamber according to the state of the art, such prechamber being devoid of laminating valve 13.
• This particularity has notably made it possible to prevent said dome from rising to too high a temperature and forming a hot spot liable to cause untimely and uncontrolled ignitions of the main charge leading to rattling and to the damage or even the
• this propensity of the protruding ejection dome 25 to remain at low temperature makes it possible to provide a high compression ratio for the internal combustion engine 2, without the risk of knocking.
• valve ignition prechamber 1 makes it possible to produce internal combustion engines 2 with controlled ignition operating under a high rate of cooled EGR, whatever the load and the speed of rotation of said engines 2, and without compromising the combustion stability of these.
• the intake pressure of said engines 2 is naturally higher at partial loads than that of internal combustion engines 2 of the same design operating without cooled EGR. This reduces the pumping losses caused by the adjustment of the load by the intake pressure, said adjustment being for example operated by means of a butterfly.
• the internal combustion engines 2 receiving the ignition prechamber valve 1 according to the invention have their thermal losses reduced, as is the amount of nitrogen oxides per kilowatt hour produced by said engines 2. This results from the fact that the combustion of the main charge 30 takes place at a lower average temperature thanks to the possibility offered by the ignition prechamber valve 1 according to the invention to introduce EGR cooled strong. proportions in said load 30.
• the compression ratio of the internal combustion engines 2 can be expected to be higher than that of the said two operating engines without cooled EGR and this, without risk of rattling. This is favorable to the performance of said engines 2.
• valve ignition pre-chamber 1 makes it less necessary to significantly reduce the displacement of the internal combustion engines 2 to iso-torque and iso-torque. -power by adding a supercharging, for example by turbocharger. Indeed, the supercharging may be either reduced or non-existent while maintaining high energy performance vis-à-vis the state of the art.
• the valve ignition prechamber 1 according to the invention the internal combustion engines 2 are at moderate cost, with low fuel consumption and with low carbon dioxide emissions. , and whose post-treatment of pollutants is ensured by a simple three-way catalyst.
• ignition prechamber valve 1 can be applied to other areas that only internal combustion engines.
• Said antechamber 1 can for example be applied to gas nailers, firearms, or any device requiring the firing of a main load by means of a pilot load with the best possible efficiency.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Combustion Methods Of Internal-Combustion Engines (AREA)
• Ignition Installations For Internal Combustion Engines (AREA)
• Spark Plugs (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=59070745

Family Applications (1)

Country Status (8)

Cited By (1)

Families Citing this family (22)

Family Cites Families (22)

• 2017
  • 2017-01-12 FR FR1750264A patent/FR3061743B1/fr active Active
• 2018
  • 2018-01-08 CN CN201880006741.7A patent/CN110291278B/zh active Active
  • 2018-01-08 CA CA3048883A patent/CA3048883A1/fr active Pending
  • 2018-01-08 AU AU2018207981A patent/AU2018207981B2/en active Active
  • 2018-01-08 WO PCT/FR2018/050041 patent/WO2018130772A1/fr unknown
  • 2018-01-08 EP EP18713713.8A patent/EP3568579A1/fr active Pending
  • 2018-01-08 KR KR1020197021691A patent/KR102581717B1/ko active IP Right Grant
  • 2018-01-08 JP JP2019537092A patent/JP7214638B2/ja active Active

Also Published As

Similar Documents

Legal Events