EP3810909A1 - Spark ignition engine with improved operating stability and specific consumption and fueling method of said engine - Google Patents
Spark ignition engine with improved operating stability and specific consumption and fueling method of said engineInfo
- Publication number
- EP3810909A1 EP3810909A1 EP19742488.0A EP19742488A EP3810909A1 EP 3810909 A1 EP3810909 A1 EP 3810909A1 EP 19742488 A EP19742488 A EP 19742488A EP 3810909 A1 EP3810909 A1 EP 3810909A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- gas
- cylinder
- engine
- injection
- opening
- 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.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 37
- 238000002485 combustion reaction Methods 0.000 claims abstract description 68
- 238000002347 injection Methods 0.000 claims abstract description 67
- 239000007924 injection Substances 0.000 claims abstract description 67
- 239000000446 fuel Substances 0.000 claims abstract description 35
- 230000006835 compression Effects 0.000 claims description 9
- 238000007906 compression Methods 0.000 claims description 9
- 238000004519 manufacturing process Methods 0.000 claims description 5
- 239000007789 gas Substances 0.000 description 34
- 238000004891 communication Methods 0.000 description 9
- 239000000203 mixture Substances 0.000 description 4
- 230000009467 reduction Effects 0.000 description 3
- 238000013517 stratification Methods 0.000 description 3
- 230000015572 biosynthetic process Effects 0.000 description 2
- 239000012141 concentrate Substances 0.000 description 2
- 238000001816 cooling Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000001704 evaporation Methods 0.000 description 2
- 230000008020 evaporation Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 239000007921 spray Substances 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000004888 barrier function Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
- 238000000844 transformation Methods 0.000 description 1
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
- F02B21/00—Engines characterised by air-storage chambers
-
- 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
- F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
-
- 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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
-
- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/37—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with temporary storage of recirculated exhaust gas
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/12—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
-
- 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
- F02D41/0002—Controlling intake air
-
- 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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a spark ignition engine and a fueling method of such an engine.
- the main drawback of GDI technology is the increase of HC, CO emissions and particles due to the short time available for the evaporation of the fuel and for the formation of the mixture, and also due to the knocking of the fuel on the piston head and on the cylinder wall.
- a stratified lean burn may reduce the emissions of unburnt hydrocarbons in the cold start and the CO2 emissions, but the engine stability worsens.
- the CCVs (Cycle to Cycle Variations) play an important role for engine performance. Indeed, the operating instabilities cause engine vibrations and noise, which reduce the power delivered. On the other hand, the reduction of the CCV causes an increase of power delivered, fuel consumption being equal.
- Various sources act on the CCV in a spark ignition engine.
- the intensity of the turbulence of the flow field in the cylinder, the variations in the air-fuel ratio, the quantity of residual exhaust gases or exhaust gasses recirculated in the cylinder, the spatial inhomogeneity of the composition of the mixture, especially close to the spark plug, the spark discharge features and the propagation of the flame front play an important role in the worsening of the CCV.
- the increase of the combustion speed translates into a reduction of the IMEP CoV (Indicated Mean Effective Pressure Coefficient of Variation).
- the object of the present invention is also a fueling method of a spark ignition engine as defined in claim 8.
- Figure 1 shows an axonometric sectional view of a part of a spark ignition engine according to one embodiment of the present invention
- Figure 2 shows an almost flat axonometric bottom view of the cylinder head of the engine in figure 1 ;
- Figure 3 shows a view diagrammatically showing certain geometric features related to the injection of the gasoline into the engine in figure 1 ;
- Figure 4 shows a view showing a graph diagrammatically depicting the trend of the pressure in a combustion chamber of the engine in figure 1 according to the crank angle in two successive cycles of the engine.
- the term“radial” or similar terms in the following description refer to the central axis X1 of cylinder 10 (axis X1 and cylinder 10 are described further below).
- the term“radial” refers to a circumference lying on a plane orthogonal to axis X1 and having the center on such an axis X1.
- Engine 1 comprises a cylinder 10 having a cylinder central axis X1 , a cylinder head 1 1 and a piston 20 movable along the central axis X1.
- the cylinder head 1 1 has at least one intake valve 12 and at least one discharge valve 13, and even more preferably two intake valves 12 and two discharge valves 13.
- the valves 12, 13 preferably are poppet valves.
- a combustion chamber 30 is adapted to be defined between the cylinder head 11 and piston 20.
- Engine 1 comprises a PFI injector 40 arranged to inject a fuel 41 in PFI mode.
- the injector 40 is arranged so as to inject fuel 41 into a supply duct 42, or intake duct 42, upstream of cylinder 10.
- injector 40 only injects fuel 41 , preferably in the form of a spray.
- engine 1 further comprises at least one gas Dl (Direct Injection) opening 51 arranged to inject a gas 52 in Dl mode.
- the at least one opening 51 is configured to inject gas 52 directly into the combustion chamber 30.
- the gas 52 injected through the at least one opening 51 is air 52.
- gas 52 generally may comprise any non-combustible or substantially non-combustible gas, such as for example, the exhaust gas generated following the combustion which occurs in cylinder 10 during the operation of engine 1.
- gas 52 generally may comprise any non-combustible or substantially non-combustible gas, such as for example, the exhaust gas generated following the combustion which occurs in cylinder 10 during the operation of engine 1.
- the at least one opening 51 is at least one air Dl opening which is arranged to inject air 52 in Dl mode.
- opening 51 only as an air Dl opening, but as will be more apparent below, it is understood that generally a gas other than air can also be injected through opening 51.
- Engine 1 comprises only one opening 51 in the non-limiting example. However, according to an alternative embodiment, engine 1 may comprise a plurality of openings 51.
- fuel 41 is gasoline 41.
- engine 1 is a four-stroke single-cylinder engine having a capacity of 250cm 3 , a diameter of cylinder 10 equal to 72mm, a stroke of piston 20 equal to 60mm, a maximum torque equal to 20Nm at 5500 rpm, a maximum power equal to 16kW at 8000 rpm and a compression ratio of 1 1.5:1.
- the teachings of the present description are not limited to such an engine, rather in general are applicable to any spark ignition engine, and in particular are also applicable to two-stroke engines and to engines having any number of cylinders.
- the air Dl opening 51 is configured to inject air 52 into the radial periphery (indicated by arrow F1 in figure 2), i.e. with a tangential flow which laps the combustion chamber 30. It is worth noting that according to a preferred embodiment, only air 52 is injected through opening 51.
- radial periphery means an annular portion of the combustion chamber 30 located close to the radially inner side wall 10A of cylinder 10.
- Wall 10A is opposite to a radially outer side wall 10B of cylinder 10.
- the radial periphery F1 preferably has an outer diameter equal to the diameter of the side wall 10A of cylinder 10, an inner diameter equal to about half the diameter of wall 10A and a height equal to the distance between piston 20 and the cylinder head 1 1.
- the injection into the radial periphery provides for the injected air flow to be substantially tangential to the combustion chamber.
- the flow defines a circular path so as to flow circularly over the periphery of the combustion chamber.
- the injected air flow causes a recirculation of air which flows circularly about the combustion chamber.
- the effect of the air flow is the creation a perimeter barrier to the load of fuel by concentrating it in the middle of the combustion chamber itself.
- the at least one opening 51 is configured to inject air 52 towards piston 20.
- An injection axis P1 corresponding to a prevalent direction of injection of air 52 injectable through the at least one opening 51 , is associated to the at least one opening 51.
- a first direction Q1 is defined which lies on a plane K1 perpendicular to the central axis X1.
- the first direction Q1 connects the geometric barycenter 53 of the at least one air Dl opening 51 projected onto plane K1 and the cylinder central axis X1 .
- the geometric barycenter of the at least one opening 51 projected onto plane K1 practically corresponds to the geometric barycenter of the edge of the at least one opening 51 projected onto plane K1.
- axis P1 is an axis passing through the geometric barycenter of the at least one opening 51.
- the edge of opening 51 typically is a closed line.
- opening 51 preferably is a circular hole
- the related edge preferably is a circular hole.
- the first direction Q1 connects the geometric barycenter 53 of the air Dl opening 51 projected onto plane K1 (i.e. the geometric barycenter of the edge of opening 51 projected onto plane K1 ) and the cylinder central axis X1. If instead a plurality of openings 51 is provided, direction Q1 connects the geometric barycenter of the various openings 51 (i.e.
- geometric barycenter of the edge of the at least one opening 51 projected onto plane K1 means, defined a system of Cartesian axes on plane K1 , a point which coordinates are given by the arithmetical average of the coordinates of each point of the edge of opening 51 projected onto plane K1.
- a second direction Q2 also is defined which corresponds to the orthogonal projection of axis P1 onto the aforesaid plane K1.
- a first angle A1 is defined between the first direction Q1 and the second direction Q2.
- a second angle A2 is defined between the second direction Q2 and the axis P1 of opening 51.
- the first angle A1 is an angle between about 60° and about 90°.
- the second angle A2 is an angle between about 45° and about 90°.
- the air Dl opening 51 is arranged so as to inject air 52 tangentially to cylinder 10.
- tangentially means according to a direction which is tangent or substantially tangent to a circumference lying on plane K1 and having the respective center on axis X1.
- angle A1 is equal to 90° or about 90°
- angle A2 is equal to 0° or about 0°.
- the aforesaid spark plug 60 preferably is arranged centrally or substantially centrally with respect to the cylinder head 1 1.
- engine 1 comprises a Dl-gas injector 70 which comprises the at least one air Dl opening 51.
- the at least one air Dl opening 51 may be formed directly in the cylinder head 1 1.
- a suitable air introduction duct preferably is provided inside the cylinder head 11.
- engine 1 comprises a storage tank 80 for air 52 and a compressor 90 which is operatively connected to tank 80.
- Tank 80 and compressor 90 are diagrammatically depicted in figure 1 by means of rectangles.
- Compressor 90 is selectively operable to introduce the compressed air 52 into the storage tank 80.
- a valve 71 is interposed between tank 80 and opening 51.
- Valve 71 preferably is associated to injector 70.
- Valve 71 is controllable, preferably electronically controllable, so as to selectively place tank 80 in communication with opening 51 , and therefore with the combustion chamber 30. Practically, when air 52 is to be injected into the combustion chamber 30, valve 71 opens so that the compressed air stored in tank 80 may be introduced into the combustion chamber 30 through opening 51.
- the fueling method comprises:
- step a) the injection of fuel 41 is performed in the supply duct 42 upstream of cylinder 10.
- step b) the injection of air 52 is performed directly in the combustion chamber 30 of cylinder 10.
- Step b) in particular comprises:
- the aforesaid step a) comprises only injecting fuel 41 by means of injector 40.
- fuel 41 injected by means of injector 40 is mixed with the intake air from the supply duct 42.
- the aforesaid step b) comprises only injecting air 52.
- only air 52 is injected through opening 51 in this case.
- the operation b1 comprises injecting the air through piston 20 according to direction P1 , in which the first angle A1 is an angle between about 60° and about 90°, and in which the second angle A2 is an angle between about 45° and about 90°.
- the operation b1 ) comprises injecting the air tangentially to cylinder 10. Said air 52 being injected during the compression stroke, i.e. when piston 20 moves towards the cylinder head 11.
- the method comprises:
- step c) a step of ending the injection of air 52 of the aforesaid step b) prior to the production of a spark by the spark plug 60.
- step c) comprises ending the injection of air 52 at the latest 1 ms prior to the production of the spark by the spark plug 60.
- step b) comprises injecting air 52 at an injection pressure Pi which is equal to or greater than 3.5 bar.
- air 52 injected in step b) is about 2% to 3% in volume of the air sucked (under standard operating conditions) through the intake duct 42 of engine 1.
- FIG 4 shows a graph diagrammatically showing the trend of pressure Pc in the combustion chamber 30 as the crank angle CAD varies during two cycles C1 , C2 of engine 1 immediately following each other, where the term“cycle of the engine” means the group transformations undergone by the mixture of air and fuel inside cylinder 10 which is cyclically repeated during the operation of engine 1.
- a cycle of the engine consists of the steps of intake, compression, spark-expansion and discharge.
- the graph in figure 4 also indicates the injection pressure Pi of the air injected through opening 51 and the crank angles TDC corresponding to the top dead center in the cycles C1 and C2 of the engine.
- the fueling method comprises:
- a1 a step of drawing exhaust gas 52 from the combustion chamber 30 during the expansion stroke EF1 relative to a first cycle C1 of the engine.
- a step of drawing exhaust gas 52 starts when pressure Pc in the combustion chamber 30 reaches a drawing start predetermined pressure P1 -1 which is greater than the injection pressure Pi of the exhaust gas 52 to be injected through opening 51.
- the fueling method comprises:
- a2) a step of storing the exhaust gas 52, which has been drawn in the aforesaid step a1 ), inside the storage tank 80 operatively connected to opening 51 until pressure Pc in the combustion chamber 30 reaches an end drawing predetermined pressure P1 -2 which is lower than the drawing start predetermined pressure P1 -1 and is greater than or equal to the injection pressure Pi.
- valve 71 opens, thus allowing the communication between the combustion chamber 30 and the storage tank 80, and therefore the pressurization of tank 80 itself until the pressure Pc in the combustion chamber 30 reaches the end drawing pressure P1-2, which once reached, causes valve 71 to close, thus preventing the communication between the combustion chamber 30 and tank 80.
- the aforesaid step b) comprises injecting the exhaust gas 52 stored in the storage tank 80 during step a2) into the combustion chamber 30 during the compression stroke CF2 relative to a second cycle C2 of the engine following the first cycle C1 of the engine.
- the second cycle C2 of the engine is a cycle of the engine immediately following cycle C1 of the engine.
- the exhaust gas 52 stored in the storage tank 80 during step a2) may be injected into the combustion chamber 30 also after various cycles of the engine with respect to cycle C1.
- the aforesaid step b) starts when pressure Pc in the combustion chamber 30 reaches an injection start predetermined pressure P2-1 which is lower than the injection pressure Pi of the exhaust gas 52 and ends when pressure Pc in the combustion chamber 30 reaches an injection end predetermined pressure P2-2 which is greater than the injection start predetermined pressure P2-1 and lower than or equal to the injection pressure Pi of the exhaust gas 52.
- valve 71 opens, thus allowing the communication between the combustion chamber 30 and the storage tank 80, and therefore the injection of the exhaust gas 52 into the combustion chamber 30 through opening 51 until the injection end pressure P2-2 is reached. Once such a pressure P2-2 is reached, valve 71 closes, thus preventing the communication between the combustion chamber 30 and tank 80.
- Such an alternative embodiment of the fueling method comprises, alternatively to step a1 ):
- a step of drawing exhaust gas 52 from the combustion chamber 30 of a first cylinder 10 of engine 1 during the expansion stroke EF1 relative to a first cycle C1 of the engine associated to the first cylinder 10.
- a step of drawing exhaust gas 52 starts when pressure Pc in the combustion chamber 30 of the first cylinder 10 reaches a drawing start predetermined pressure P1 -1 which is greater than the injection pressure Pi of the exhaust gas 52 to be injected through the at least one opening 51 associated to a second cylinder 10 of the engine.
- step a2 * the fueling method comprises, alternatively to step a2):
- step b) starts when pressure Pc in the combustion chamber 30 of the second cylinder 10 reaches an injection start predetermined pressure P2-1 which is lower than the injection pressure Pi of the exhaust gas 52 to be injected through the at least one opening 51 associated to the second cylinder 10, and ends when pressure Pc in the combustion chamber 30 of the second cylinder 10 reaches an injection end predetermined pressure P2-2 which is greater than the injection start predetermined pressure P2-1 and lower than or equal to the injection pressure Pi of the exhaust gas 52 to be injected through the at least one opening 51 associated to the second cylinder 10.
- valve 71 associated to the first cylinder 10 opens, thus allowing the communication between the combustion chamber 30 and the storage tank 80, and therefore the pressurization of tank 80 itself until pressure Pc in the combustion chamber 30 of the first cylinder 10 reaches the end drawing pressure P1-2, which when reached, causes valve 71 associated to the first cylinder 10 to close, thus preventing the communication between the combustion chamber 30 and tank 80.
- step b) comprises injecting the exhaust gas 52 stored in the storage tank 80 during step a2 * ) into the combustion chamber 30 of the second cylinder 10 of the engine during the compression stroke CF2 relative to a second cycle C2 of the engine associated to the second cylinder 10 and following the first cycle C1 of the engine associated to the first cylinder 10.
- both the first cylinder 10 and the second cylinder 10 of the engine are operatively connected to the storage tank 80.
- valve 71 associated to the second cylinder 10 opens, thus allowing the communication between the combustion chamber 30 of the second cylinder 10 and the storage tank 80, and therefore the injection of the exhaust gas 52 into the combustion chamber 30 of the second cylinder 10 through opening 51 associated to the second cylinder 10 until the injection end pressure P2-2 is reached.
- valve 71 associated with the second cylinder 10 closes, thus preventing the communication between the combustion chamber 30 of the second cylinder 10 and tank 80.
- the substantial difference between the embodiment of the fueling method comprising steps a1 ), a2), b) and the embodiment comprising steps a1 * ), a2 * ), b) is the fact that the exhaust gas in the first case is drawn from a cylinder and reinjected into the same cylinder, while the exhaust gas in the second case is drawn from a first cylinder and reinjected into a second cylinder of the engine which is conveniently phased with the first cylinder.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
IT102018000006592A IT201800006592A1 (en) | 2018-06-22 | 2018-06-22 | ENGINE WITH COMMANDED IGNITION WITH IMPROVED STABILITY OF OPERATION AND SPECIFIC CONSUMPTION AND METHOD OF POWER SUPPLY FOR SAID ENGINE |
PCT/IB2019/055169 WO2019244075A1 (en) | 2018-06-22 | 2019-06-19 | Spark ignition engine with improved operating stability and specific consumption and fueling method of said engine |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3810909A1 true EP3810909A1 (en) | 2021-04-28 |
Family
ID=63638235
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19742488.0A Pending EP3810909A1 (en) | 2018-06-22 | 2019-06-19 | Spark ignition engine with improved operating stability and specific consumption and fueling method of said engine |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3810909A1 (en) |
IT (1) | IT201800006592A1 (en) |
WO (1) | WO2019244075A1 (en) |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2236378A5 (en) * | 1973-07-06 | 1975-01-31 | Peugeot & Renault | |
AUPQ604000A0 (en) * | 2000-03-03 | 2000-03-30 | Orbital Engine Company (Australia) Proprietary Limited | Internal combustion engines and control |
FR2934638B1 (en) * | 2008-07-29 | 2011-04-29 | Renault Sas | METHOD FOR REDUCING POLLUTANT EMISSIONS OF AN INTERNAL COMBUSTION ENGINE AND CORRESPONDING DEVICE |
EP2930342A1 (en) * | 2014-04-11 | 2015-10-14 | EMPA Eidgenössische Materialprüfungs- und Forschungsanstalt | Combustion engine having a splitted fuel admission and a respective method |
PT3247893T (en) * | 2014-12-29 | 2021-06-30 | Douglas David Bunjes | Internal combustion engine, combustion systems, and related methods and control methods and systems |
-
2018
- 2018-06-22 IT IT102018000006592A patent/IT201800006592A1/en unknown
-
2019
- 2019-06-19 WO PCT/IB2019/055169 patent/WO2019244075A1/en active Application Filing
- 2019-06-19 EP EP19742488.0A patent/EP3810909A1/en active Pending
Also Published As
Publication number | Publication date |
---|---|
IT201800006592A1 (en) | 2019-12-22 |
WO2019244075A1 (en) | 2019-12-26 |
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