EP3779152A1 - Moteur à combustion interne et procédé de fonctionnement d'un moteur à combustion interne - Google Patents

Moteur à combustion interne et procédé de fonctionnement d'un moteur à combustion interne Download PDF

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Publication number
EP3779152A1
EP3779152A1 EP19191287.2A EP19191287A EP3779152A1 EP 3779152 A1 EP3779152 A1 EP 3779152A1 EP 19191287 A EP19191287 A EP 19191287A EP 3779152 A1 EP3779152 A1 EP 3779152A1
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EP
European Patent Office
Prior art keywords
piston
compression
internal combustion
combustion engine
reciprocating motion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP19191287.2A
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German (de)
English (en)
Inventor
Louis SILEGHEM
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Universiteit Gent
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Universiteit Gent
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Publication date
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Priority to EP19191287.2A priority Critical patent/EP3779152A1/fr
Publication of EP3779152A1 publication Critical patent/EP3779152A1/fr
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/041—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning
    • F02B75/042—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning the cylinderhead comprising a counter-piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F02D41/3041—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • F02B1/14—Methods of operating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/03—Controlling by changing the compression ratio

Definitions

  • the present invention relates to an internal combustion engine for homogeneous charge compression ignition (HCCI) or low temperature combustion (LTC).
  • HCCI homogeneous charge compression ignition
  • LTC low temperature combustion
  • the present invention also relates to a method for operating the internal combustion engine.
  • An internal combustion engine for homogeneous charge compression ignition (HCCI) or low temperature combustion (LTC), known from the prior art, such as for example shown in WO 2007/084242 A1 comprises a crankshaft and at least one combustion chamber or cylinder.
  • the at least one combustion chamber comprises at least one inlet port for a substantially homogenous fuel mixture.
  • the at least one combustion chamber comprises at least one exhaust port for exhaust gases.
  • the at least one combustion chamber comprises a piston.
  • the piston is coupled to the crankshaft for reciprocating the piston in the at least one combustion chamber.
  • the piston is reciprocable for a compression of the fuel mixture up to a compression ratio for auto-ignition of the fuel mixture.
  • Such an internal combustion engine has the disadvantage that it is difficult to control the timing of the auto-ignition of the fuel mixture over the entire operating range of the internal combustion engine.
  • the present invention provides an internal combustion engine.
  • the internal combustion engine is an internal combustion engine for homogeneous charge compression ignition (HCCI) or low temperature combustion (LTC).
  • the internal combustion engine comprises a crankshaft and at least one combustion chamber or cylinder.
  • the at least one combustion chamber comprises at least one inlet port for a fuel mixture.
  • the fuel mixture is a substantially homogenous fuel mixture.
  • the fuel mixture is a homogenous fuel mixture.
  • the fuel mixture comprises a fuel and an oxidiser.
  • the fuel mixture is an air-fuel mixture comprising a fuel and air.
  • the at least one inlet port may comprise an inlet adapted to draw in an air-fuel mixture.
  • the at least one inlet port may comprise an inlet adapted to draw in air and an injection device adapted for injection of a fuel mixture.
  • the at least one combustion chamber comprises at least one exhaust port for exhaust gases.
  • the at least one combustion chamber comprises a first piston.
  • the first piston is coupled to the crankshaft for reciprocating the first piston in the at least one combustion chamber.
  • the first piston is reciprocable for a first compression of the fuel mixture.
  • the first piston is reciprocable for the first compression during a first duration.
  • the first piston is reciprocable for the first compression up to a first compression ratio below auto-ignition of the fuel mixture.
  • the at least one combustion chamber comprises a second piston.
  • the second piston is coupled to a drive system for reciprocating the second piston in the at least one combustion chamber.
  • the second piston is reciprocable for a second compression of the fuel mixture.
  • the second compression is in addition to the first compression.
  • the second piston is reciprocable for the second compression during a predetermined second duration.
  • the second duration is shorter than the first duration.
  • the second duration is within the first duration.
  • the second piston is reciprocable for the second compression at least up to a second compression ratio for auto-ignition of the fuel mixture.
  • the combination of the first piston which provides the first main compression of the fuel mixture during the first duration and the second piston which provides the second compression of the fuel mixture in addition to the first compression for the second duration shorter than the first duration offers the advantage that the exact timing of the auto-ignition can be controlled more precisely.
  • the pressure rise due to the compression of said single piston is gradual during the cycle and determined by the crank shaft, such that it is difficult to have exact control of the timing of the auto-ignition of the fuel mixture, for example when the load and/or conditions change.
  • the second piston provides an additional compression and, as such, a pressure rise on top of the pressure rise due to the compression of the first piston.
  • This additional pressure rise due to the compression of the second piston can be made much faster and more precisely timed such that a more precise control of the auto-ignition of the fuel mixture is possible, and this without the first piston having to take care of the full compression of the fuel mixture up to auto-ignition of the fuel mixture.
  • the fuel mixture may be introduced in the at least one combustion chamber via a single inlet port of the combustion chamber.
  • the internal combustion engine according to an embodiment of the present invention may comprise an inlet adapted for drawing in a fuel mixture comprising air and a fuel.
  • the different components of the fuel mixture may be introduced in the at least one combustion chamber via different inlet ports of the combustion chamber for mixing in the combustion chamber.
  • the combustion engine according to an embodiment of the present invention may comprise an inlet adapted for drawing in air and an injector adapted for injecting a fuel in the combustion chamber.
  • the second duration of the second compression is at most 45° crank angle.
  • the second duration of the second compression is at most 35° crank angle. More preferably, the second duration of the second compression is at most 25° crank angle. Even more preferably, the second duration of the second compression is at most 15° crank angle.
  • a top dead centre of the reciprocating motion of the second piston during the second compression is timed within a predetermined range around a top dead centre of the reciprocating motion of the first piston during the first compression.
  • This embodiment offers the advantage that the first compression of the fuel mixture by the first piston and the second compression of the fuel mixture by the second piston can be combined optimally. In this way the second compression for achieving auto-ignition, which takes place during the short second duration, can be reduced as much as possible.
  • the predetermined range is at most 10° crank angle from the top dead centre of the reciprocating motion of the first piston during the first compression.
  • the predetermined range is at most 5° crank angle from the top dead centre of the reciprocating motion of the first piston during the first compression.
  • the predetermined range is at most 2° crank angle from the top dead centre of the reciprocating motion of the first piston during the first compression.
  • the predetermined range is at most 1° crank angle from the top dead centre of the reciprocating motion of the first piston during the first compression.
  • the top dead centre of the reciprocating motion of the second piston during the second compression substantially coincides with the top dead centre of the reciprocating motion of the first piston during the first compression.
  • the top dead centre of the reciprocating motion of the second piston during the second compression is timed before or after the top dead centre of the reciprocating motion of the first piston during the first compression.
  • the internal combustion engine comprises a control unit.
  • the control unit is operatively connected to the drive system.
  • the control unit is configured for controlling via the drive system at least one characteristic of the reciprocating motion of the second piston.
  • the at least one characteristic is selected from the list consisting of the motion profile, the second duration, the second compression ratio and a timing of a top dead centre.
  • the control unit offers the advantage that the reciprocating motion of the second piston can be adapted to the operating conditions of the internal combustion engine, such as for example the load or combustion behaviour. This allows the desired precision in the timing of the auto-ignition of the fuel mixture to be maintained under the different operating conditions of the internal combustion engine.
  • the internal combustion engine comprises at least one sensor.
  • the at least one sensor is configured for measuring at least one parameter indicative of the load or combustion behaviour of the internal combustion engine.
  • the control unit is operatively connected to the at least one sensor for retrieving the measured at least one parameter.
  • the control unit is configured for controlling the at least one characteristic of the reciprocating motion of the second piston based on the measured at least one parameter.
  • the at least one sensor offers the advantage that the control unit can be provided with feedback about the operating conditions of the internal combustion engine, such as for example the load or combustion behaviour. This feedback can then be used by the control unit for adapting the reciprocating motion of the second piston accordingly for controlling the timing of the auto-ignition of the fuel mixture with the desired precision.
  • This embodiment also offers the advantage that the timing of the auto-ignition of the fuel mixture can be adapted each cycle to the load or combustion behaviour for improving performance.
  • the at least one parameter can for example be the indicated mean effective pressure (IMEP) measured by a pressure sensor.
  • the at least one parameter can for example be a combustion rate, such as for example the crank angle duration after which 50% of the fuel mixture has been burnt (CA50), the crank angle duration after which 10% of the fuel mixture has been burnt (CA10), the crank angle duration over which 10%-90% of the fuel mixture has been burnt (CA10-90), and the pressure rise rate, which parameters can for example be measured by means of a pressure sensor.
  • the at least one parameter can for example be a pressure measured by means of manifold absolute pressure sensor measured at an inlet of the at least one combustion chamber.
  • the at least one parameter can for example be a heat flux measured in the at least one combustion chamber by means of a heat flux sensor.
  • the present invention also provides a method for operating an internal combustion engine.
  • the internal combustion engine is an internal combustion engine for homogeneous charge compression ignition (HCCI) or low temperature combustion (LTC).
  • the method comprises the step of introducing a fuel mixture into at least one combustion chamber or cylinder of the internal combustion engine.
  • the fuel mixture is a substantially homogenous fuel mixture.
  • the fuel mixture is a homogenous fuel mixture.
  • the fuel mixture comprises a fuel and an oxidiser.
  • the fuel mixture is an air-fuel mixture comprising a fuel and air.
  • the substantially homogeneous fuel mixture is introduced via at least one inlet port of the at least one combustion chamber.
  • the method comprises the step of reciprocating a first piston of the at least one combustion chamber in the at least one combustion chamber.
  • the first piston is reciprocated by means of a crankshaft of the internal combustion engine.
  • the first piston is reciprocated for a first compression of the fuel mixture.
  • the first piston is reciprocated for the first compression during a first duration.
  • the first piston is reciprocated for the first compression up to a first compression ratio below auto-ignition of the fuel mixture.
  • the method comprises the step of reciprocating a second piston of the at least one combustion chamber in the at least one combustion chamber.
  • the second piston is reciprocated by means of a drive system.
  • the second piston is reciprocated for a second compression of the fuel mixture.
  • the second compression is in addition to the first compression.
  • the second piston is reciprocated for the second compression during a predetermined second duration.
  • the second duration is shorter than the first duration.
  • the second duration is within the first duration.
  • the second piston is reciprocated for the second compression at least up to a second compression ratio for auto-ignition of the fuel mixture.
  • the method comprises the step of removing exhaust gases from the at least one combustion chamber via at least one exhaust port of the at least one combustion chamber.
  • the second duration of the second compression is at most 45° crank angle.
  • the second duration of the second compression is at most 35° crank angle. More preferably, the second duration of the second compression is at most 25° crank angle. Even more preferably, the second duration of the second compression is at most 15° crank angle.
  • a top dead centre of the reciprocating motion of the second piston during the second compression is timed within a predetermined range around a top dead centre of the reciprocating motion of the first piston during the first compression.
  • the predetermined range is at most 10° crank angle from the top dead centre of the reciprocating motion of the first piston during the first compression.
  • the predetermined range is at most 5° crank angle from the top dead centre of the reciprocating motion of the first piston during the first compression.
  • the predetermined range is at most 2° crank angle from the top dead centre of the reciprocating motion of the first piston during the first compression.
  • the predetermined range is at most 1° crank angle from the top dead centre of the reciprocating motion of the first piston during the first compression.
  • the top dead centre of the reciprocating motion of the second piston during the second compression substantially coincides with the top dead centre of the reciprocating motion of the first piston during the first compression.
  • the top dead centre of the reciprocating motion of the second piston during the second compression is timed before or after the top dead centre of the reciprocating motion of the first piston during the first compression.
  • the method further comprises the step of a control unit of the internal combustion engine controlling via the drive system at least one characteristic of the reciprocating motion of the second piston.
  • the at least one characteristic is selected from the list consisting of the motion profile, the second duration, the second compression ratio and a timing of a top dead centre.
  • the method comprises the step of measuring at least one parameter indicative of the load or combustion behaviour of the internal combustion engine by means of at least one sensor of the internal combustion engine.
  • the method comprises the step of the control unit retrieving the at least one measured parameter from the at least one sensor.
  • the method comprises the step of the control unit controlling the at least one characteristic of the reciprocating motion of the second piston based on the measured at least one parameter.
  • top, bottom, over, under and the like in the description and the claims are used for descriptive purposes and not necessarily for describing relative positions. The terms so used are interchangeable under appropriate circumstances and the embodiments of the invention described herein can operate in other orientations than described or illustrated herein.
  • top dead centre should be understood as the maximum inwards position of the piston in the at least one combustion chamber during its reciprocating motion. This is the point where the reciprocating motion of the piston reverses in direction from an inwards moving direction to an outwards moving direction.
  • a duration of X° crank angle should be understood as being expressed relative to the duration T c of a full rotation of the crank shaft over 360°. Hence, a duration of X° crank angle equals X/360 * T c .
  • FIGS 1-4 show a schematic representation of an internal combustion engine 100 according to different embodiments of the present invention.
  • the internal combustion engine 100 comprises at least one combustion chamber 120 or cylinder 120, of which only one is shown in the Figures.
  • the combustion chamber 120 is provided with an inlet port 121 for introducing a fuel mixture, preferably a substantially homogeneous fuel mixture, into the combustion chamber 120.
  • the at least one inlet port may comprise an inlet 121 for drawing in air together with an injector 160 for injecting a fuel as is shown in Figure 1 .
  • the at least one inlet port may comprise an inlet 121 for an air-fuel mixture as is shown in Figure 2 .
  • Such inlet port may comprise an injector 160 for injecting the air-fuel mixture as is shown in Figure 2 .
  • the combustion chamber 120 is also provided with an exhaust port 122 for removing exhaust gases out of the combustion chamber 120 after ignition of the fuel mixture in the combustion chamber 120.
  • the combustion chamber 120 is also provided with a first piston 130.
  • the first piston 130 is coupled to a crankshaft 110 of the internal combustion engine 100 for reciprocating the first piston 130 in the combustion chamber 120.
  • the first piston 130 is reciprocated for a first compression of the fuel mixture inside the combustion chamber 120, such as illustrated in Figure 6 .
  • the fuel mixture is compressed inside the combustion chamber 120 during a first duration up to a first compression ratio CR1 below auto-ignition of the fuel mixture.
  • the first compression in itself is insufficient for auto-ignition of the fuel mixture.
  • the combustion chamber 120 is also provided with a second piston 140.
  • the second piston 140 is coupled to a drive system 150 for reciprocating the second piston 140 in the combustion chamber 120.
  • the second piston 140 is reciprocated for a second compression of the fuel mixture inside the combustion chamber 120 in addition to the first compression of the fuel mixture by means of the first piston 130, such as illustrated in Figures 5 and 6 .
  • the fuel mixture is further compressed inside the combustion chamber 120 during a second duration up to a second compression ratio CR2 for auto-ignition of the fuel mixture.
  • the second compression in addition to the first compression is sufficient for auto-ignition of the fuel mixture.
  • the first piston 130 takes care of a large part of the compression of the fuel mixture over a longer duration
  • the second piston 140 takes care of the further compression of the fuel mixture over a shorter duration to achieve auto-ignition of the fuel mixture.
  • the short pressure rise due to the compression of the second piston 140 enables a more precise timing of the auto-ignition of the fuel mixture than would be possible with a slow gradual pressure rise due to the compression of a single piston.
  • the second piston 140 may be driven by the drive system 150 such that the top dead centre 141 of the reciprocating motion of the second piston 140 during the second compression substantially coincides with the top dead centre 131 of the reciprocating motion of the first piston 130 during the first compression, for combining the maximum compression of the first piston 130 and the second piston 140 at the same time.
  • the second piston 140 may be driven by the drive system 150 such that the top dead centre 141 of the reciprocating motion of the second piston 140 during the second compression is timed before or after the top dead centre 131 of the reciprocating motion of the first piston 130 during the first compression, but within a predetermined range from the top dead centre 131 of the reciprocating motion of the first piston 130 during the first compression.
  • the second piston 140 may be arranged opposite of the first piston 130 inside the combustion chamber 120, such as shown in the Figures 1-4 . It should however be clear to the skilled person that other arrangements of the position of the second piston 140 with respect to the first piston 130 is also possible.
  • the second piston 140 may for example also be arranged perpendicular to the first piston 130, or under a certain angle with respect to the first piston 130.
  • the second piston 140 may be arranged such that the second piston 140, similar to the first piston 130, occupies the full bore of the combustion chamber or cylinder 120, such as shown in the Figures 1-3 . In alternative embodiments a smaller second piston 140 may however also be used, such as for example shown in Figure 4 . In this embodiment, the second piston 140 is arranged in a recess 124 of the combustion chamber 120 which has a smaller bore than the bore of the main part 123 of the combustion chamber 120.
  • the drive system 150 of the second piston 140 can be designed in different ways, such as shown in the different embodiments of Figures 1-3 .
  • the reciprocating motion of the second piston 140 may for example be driven by means of a cam 152 mounted on a camshaft 151.
  • This camshaft 151 is driven by the crankshaft 110 of the internal combustion engine 100, which is coupled to the camshaft 151 for this purpose by means of a gear system 153.
  • the reciprocating motion of the second piston 140 may also be driven by means of a spring and catch mechanism 155.
  • the reciprocating motion of the second piston 140 may also be driven by means of an actuator 156, which may for example be a pneumatic or hydraulic actuator 156. It should however be clear that any other type of suitable drive system 150 known to the skilled person can be used.
  • the internal combustion engine 100 is also provided with a control unit 170 that is operatively connected to the drive system 150 for controlling the reciprocating motion of the second piston 140.
  • characteristics of the reciprocating motion of the second piston 140 such as the second duration, the second compression ratio CR2, and the timing of the top dead centre 141 of the second piston 140 may for example be controlled by means of the control unit 170 via the drive system 150.
  • the use of the control unit 170 givers further control of the exact timing of the auto-ignition of the fuel mixture over the entire operating range of the internal combustion engine 100, because the timing of the auto-ignition of the fuel mixture may for example shift under different operating conditions of the internal combustion engine 100, which can then be corrected for by means of the control unit 170.
  • the control unit 170 may control the reciprocating motion of the second piston 140 based on the feedback from a sensor 180 in the combustion chamber 120, as shown in Figures 1-4 .
  • This sensor 180 is configured for measuring one or more parameters that relate to the load or the combustion behaviour of the internal combustion engine 100.
  • the sensor 180 may for example be a pressure sensor in the combustion chamber 120 or at the inlet port 121, a heat flux sensor, a temperature sensor, a mass flow sensor for the fuel or oxidiser in the fuel mixture or a sensor for measuring ions in the combustion chamber 120, but any other type of suitable sensor known to the skilled person for measuring the load or combustion behaviour of the internal combustion engine 100 can be used.
  • the sensor 180 does not necessarily have to be located in the combustion chamber 120.
  • sensors may for example be used in other locations, such as for example a sensor for measuring the rotational speed of the crankshaft 110 of the internal combustion engine 120, a sensor for measuring the position of a gas pedal in a vehicle using the internal combustion engine 120, or a sensor for measuring the position of a throttle if a throttle is used.
  • the timing of the auto-ignition of a fuel mixture was determined with only a first compression and with a second compression in addition to the first compression, and this over a certain load and temperature range.
  • a certain pressure P 0 and a temperature T 0 the pressure and temperature during the compression and expansion stroke of the first piston 130 were determined.
  • the initial pressure P 0 was varied between 0.1 and 1.2 bar to simulate different loads
  • the initial temperature T 0 was varied between 283 K and 323 K to simulate different inlet air temperatures.
  • Figure 5 it was assumed that the volume of the combustion chamber 120 decreases and increases following a sine function that could be scaled with the duration and stroke of the second piston 140.
  • the top dead centre 141 of the reciprocating motion of the second piston 140 was chosen to coincide with the top dead centre 131 of the reciprocating motion of the first piston 130. Further below however, with reference to Figure 14 , the effect of a phase change, i.e. a change in the timing of the top dead centre 141 of the reciprocating motion of the second piston 140 with respect to the top dead centre 131 of the reciprocating motion of the first piston 130, is also demonstrated.
  • the duration of the second compression is set to 15° crank angle, of which 7,5° crank angle during the compression stroke and 7,5° crank angle during the expansion stroke. Shorter durations would increase the precision of the timing of auto-ignition of the fuel mixture, but would also increase the pressure rise rate. A phase change of the second compression with respect to the first compression could be used to influence the pressure rise rate. The effect of a change in duration of the second compression on the timing of the auto-ignition of the fuel mixture is also demonstrated.
  • the stroke of the second piston 140 depends on the compression ratio needed to auto-ignite the fuel mixture.
  • the compression ratio of the first piston 130 without the second compression is referred to as CR1
  • the compression ratio of the second piston 140 in addition to the first compression is referred to as CR2.
  • FIG. 6 An example of the change in the pressure in the combustion chamber 120 due to the reciprocating motion of the second piston 140 is shown in Figure 6 . As can be seen on the Figure, this results in a short burst of pressure to ignite the fuel mixture.
  • CR1 is equal to 12
  • CR2 is chosen to be 20
  • P 0 is equal to 1.2 bar.
  • the auto-ignition timings of a methanol-air fuel mixture with and without the second compression are compared. Thereby, the auto-ignition timings are determined for a load and temperature range at 1500 rpm. Without the second compression, the compression ratio was increased until auto-ignition occurred for the full load and temperature range (P 0 ranging from 0.1 to 1.2 bar and T 0 ranging from 283 to 323 K).
  • P 0 ranging from 0.1 to 1.2 bar
  • T 0 ranging from 283 to 323 K
  • CR1 was fixed and CR2 was increased until auto-ignition occurred for every operating point. The results are shown in Figures 7-9 .
  • the spread is still higher, but the difference with a HCCI internal combustion engine, known from the prior art, without the second compression, is still very significant.
  • the internal combustion engine 100 according to the present invention can also be used to better control the timing of the auto-ignition of more complex fuels with two-stage ignition behaviour.
EP19191287.2A 2019-08-12 2019-08-12 Moteur à combustion interne et procédé de fonctionnement d'un moteur à combustion interne Withdrawn EP3779152A1 (fr)

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020059907A1 (en) * 1999-03-23 2002-05-23 Thomas Charles Russell Homogenous charge compression ignition and barrel engines
DE10228303A1 (de) * 2001-08-30 2003-03-20 Caterpillar Inc Verbrennungsmotor mit gegenüberliegenden Primär- und Sekundärkolben
WO2007084242A1 (fr) 2005-12-23 2007-07-26 Perkins Engines Company Limited Commande de simulation pour systemes moteurs hcci
WO2011063742A1 (fr) * 2009-11-24 2011-06-03 Wang Hongze Moteur à allumage par compression à charge homogène spécial
JP2014098321A (ja) * 2012-11-13 2014-05-29 Nihon Univ 自着火制御可能なｈｃｃｉエンジンと自着火の制御方法
JP2014118930A (ja) * 2012-12-19 2014-06-30 Aritomi Okuno 内燃機関の点火機構
WO2018081854A1 (fr) * 2016-11-02 2018-05-11 Australian Frozen Foods Pty Ltd Moteur à combustion interne

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020059907A1 (en) * 1999-03-23 2002-05-23 Thomas Charles Russell Homogenous charge compression ignition and barrel engines
DE10228303A1 (de) * 2001-08-30 2003-03-20 Caterpillar Inc Verbrennungsmotor mit gegenüberliegenden Primär- und Sekundärkolben
WO2007084242A1 (fr) 2005-12-23 2007-07-26 Perkins Engines Company Limited Commande de simulation pour systemes moteurs hcci
WO2011063742A1 (fr) * 2009-11-24 2011-06-03 Wang Hongze Moteur à allumage par compression à charge homogène spécial
JP2014098321A (ja) * 2012-11-13 2014-05-29 Nihon Univ 自着火制御可能なｈｃｃｉエンジンと自着火の制御方法
JP2014118930A (ja) * 2012-12-19 2014-06-30 Aritomi Okuno 内燃機関の点火機構
WO2018081854A1 (fr) * 2016-11-02 2018-05-11 Australian Frozen Foods Pty Ltd Moteur à combustion interne

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