EP4028655A1 - Dispositif d'injection de combustible pour moteurs à combustion interne - Google Patents

Dispositif d'injection de combustible pour moteurs à combustion interne

Info

Publication number
EP4028655A1
EP4028655A1 EP20780562.3A EP20780562A EP4028655A1 EP 4028655 A1 EP4028655 A1 EP 4028655A1 EP 20780562 A EP20780562 A EP 20780562A EP 4028655 A1 EP4028655 A1 EP 4028655A1
Authority
EP
European Patent Office
Prior art keywords
charge air
fuel
internal combustion
chamber
injection
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Withdrawn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
EP20780562.3A
Other languages
German (de)
English (en)
Inventor
Silvester Cambal
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CAMBAL, SILVESTER
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP4028655A1 publication Critical patent/EP4028655A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F02B19/10—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
    • F02B19/08—Engines characterised by precombustion chambers the chamber being of air-swirl type
    • 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
    • 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
    • F02B19/1095—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with more than one pre-combustion chamber (a stepped form of the main combustion chamber above the piston is to be considered as a pre-combustion chamber if this stepped portion is not a squish area)
    • 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
    • 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
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into 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
    • 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
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B2023/108—Swirl flow, i.e. the axis of rotation of the main charge flow motion is vertical
    • 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 invention relates to a device for injecting fuel for internal combustion engines and, in particular, to a reciprocating internal combustion engine operating according to the four-stroke process.
  • Fuel injection is important for all types of internal combustion engines.
  • the injection of fuel takes place directly or indirectly into the combustion chamber of an internal combustion engine operating according to the four-stroke process.
  • Direct injection and also indirect fuel injection are known in the prior art. With direct injection, the entire amount of fuel takes place in the main combustion chamber, in which the mixture formation and also the combustion of the fuel-air mixture take place.
  • An internal combustion engine with manifold injection also runs very similarly. With this indirect injection method, the fuel is injected into the intake manifold of the internal combustion engine and then sucked in by the piston with the air into the main combustion chamber, in which the combustion takes place.
  • Pre-chamber injection or vortex chamber injection is also known.
  • the fuel is injected into the prechamber, the size of which corresponds to 35 to 40% of the main combustion chamber and where the combustion of the air-fuel mixture also begins.
  • the expansion pushes the remaining fuel into the main combustion chamber, where the main combustion takes place.
  • the intake air temperature in the intake duct is important, but also (among other things) the intake air temperature in the intake duct. If this temperature is lower, the efficiency of the internal combustion engine is higher.
  • the prior art also includes the internal combustion engines (DE 29 21 997 C2), (DE 2454 813 A1), (DE 28 21 155 A1), (DE 102007 060 560 A1) (DE 1926474 A), (AT 516717 B1) , (AT 516257 A4), which work with at least one pre-chamber per cylinder, the size of which corresponds to 2% to 15% of the size of the main combustion chamber.
  • These internal combustion engines work at the ignition point with a rich mixture (air + fuel) in the prechamber and with the poor mixture in the main combustion chamber. So by burning the rich mixture in the antechamber, a safe ignition of the poor mixture in the main combustion chamber takes place.
  • an internal combustion engine is known (WO 002000070213 A1) with the inlet duct injection of fuel, in which the charge air is supercooled with the Venturi effect in the inlet duct.
  • the undercooling of the charge air in the intake duct (down to -20 ° C), the pre-ignition of the mixture (air + fuel) in the combustion chamber is reduced. Allows the internal combustion engine to work with a higher compression ratio, to make better use of the energy from the fuel during combustion and with no additional fuel consumption, to increase the output by 200% compared with the similar engine design, with no undercooling of the charge air.
  • Due to the high engine power the construction of the internal combustion engine is heavily loaded, so many engine components must be made of ceramic materials and it is associated with high acquisition costs.
  • the invention has set itself the goal of specifying an internal combustion engine in which the device of the fuel injection and in connection with the subcooling of the charge air in the inlet duct, a reduction in exhaust gas emissions, at the same time a fuel saving takes place.
  • an internal combustion engine with a supercharging which provides the charge air with a pressure of more than one atmosphere in a charge air line, with a throttle valve which throttles this charge air in order to lower the pressure for the subcooling of the charge air with the Venturi
  • the fuel injection in the cylinder head has a swirl chamber or an antechamber per cylinder, the size of which corresponds to at least 5%, in particular 12% to 15%, of the size of the main combustion chamber and the fuel injection only in this vortex chamber, or antechamber takes place.
  • the size of the swirl chamber in the cylinder head can also be larger than 15% of the main combustion chamber (16% or more than 16%).
  • This vortex chamber (prechamber) is equipped with an injection nozzle and a spark plug (petrol injection). An injection nozzle and a glow plug in the swirl chamber are required for diesel injection.
  • the vortex chamber and a main combustion chamber are connected by a firing channel, through which the combustion started in the vortex chamber is propagated into the main combustion chamber.
  • the fuel injection which only takes place in the small swirl chamber (prechamber) (no fuel injection takes place in the main combustion chamber) enables a small amount of fuel to be reliably ignited per cylinder because the mixture (air + fuel) in the swirl chamber and the charge air in the main combustion chamber at the ignition point , are sufficiently separated.
  • an internal combustion engine in the cylinder head is also equipped with two (or more) vortex chambers or prechambers per cylinder.
  • Each vortex chamber is as large as 7% of the main combustion chamber.
  • the volume of a vortex chamber can also be larger or smaller (for example 10% or approx. 4%) than 7% of the main combustion chamber.
  • fuel is injected into only one vortex chamber under partial load, for example.
  • it is possible to reliably ignite a 50% smaller amount of fuel per cylinder, compared to the internal combustion engine with only one swirl chamber per cylinder (the size of which corresponds to 12% to 15% of the main combustion chamber).
  • the injection takes place in both vortex chambers.
  • Each vortex chamber is connected to the main combustion chamber by a firing channel.
  • Each vortex chamber or pre-chamber must be equipped with an injection nozzle and a spark plug (petrol injection) or with an injection nozzle and a glow plug (diesel injection).
  • FIG 1 shows an internal combustion engine operating according to the four-stroke process with intake port injection (the prior art).
  • FIG 3 shows the internal combustion engine with the supercooling of the charge air according to the invention with the swirl chamber injection for fuel saving.
  • FIG. 5 shows the internal combustion engine with the combination of intake port injection and swirl chamber injection per cylinder.
  • an internal combustion engine operating according to the four-stroke process with internal combustion and with a supercharger 2 is illustrated.
  • the charge 2 (for example, the turbocharger driven by the exhaust gas 1) presses (with the overpressure 0.4 bar in full load) the charge air 3 through the charge air cooler 4 into the charge air line 5.
  • the throttle valve 6 is completely under full load of the internal combustion engine open 7 (from 0 to 100%).
  • the temperature of the charge air 3 in the inlet duct 10 is more than 40 ° C.
  • the fuel 8 takes place through the inlet duct injection 9 into the inlet duct 10 and then the mixture (air 3 + fuel 8) is sucked into the main combustion chamber 11 by the piston 12, in which the combustion takes place.
  • the compression ratio is ⁇ 9: 1 (petrol injection). Exhaust gas aftertreatment is necessary for environmental reasons.
  • an internal combustion engine known in the prior art which works with the intake port injection 9 (gasoline) and with the Venturi effect for subcooling the charge air 3 in the intake port 10.
  • the supercharger 2 (for example, the turbocharger driven by the exhaust gas 1) is designed to compress the charge air 3 through the charge air cooler 4 and into the charge air line 5 in more than one atmosphere (overpressure 2.8 bar at full load).
  • the mode of operation of the throttle valve 6 is to provide a sufficient amount of the charge air 3 for the mixture formation in the combustion chamber 11, at the same time to throttle an overpressure of the charge air 3 in the charge air line 5, thus reducing a pressure difference of the charge air 3 between the charge air line 5 and to reach the inlet port 10.
  • the throttle valve 6 opens 7 (or closes) also according to the pressure of the charge air 3 from the charge 2.
  • the opening 7 of the throttle valve 6 is smaller in order to achieve a throttling, to lower this undesired pressure of the charge air 3.
  • the smaller opening 7 (from 0 to approx. 30% in full load) of the throttle valve 6 throttles the charge air 3 in the charge air line 5 and thus the pressure of the charge air 3 in the inlet duct 10, behind the throttle valve 6, is reduced.
  • FIG. 3 an internal combustion engine is illustrated according to the invention, which works with the injection of fuel 8 into the swirl chamber 13, or into an antechamber and with the subcooling of the charge air 3 in the inlet duct 10.
  • the supercharger 2 (the turbocharger driven by the exhaust gas 1) presses the charge air 3 through the charge air cooler 4 into the charge air line 5 with a pressure of more than one atmosphere (overpressure up to 2.8 bar at full load) is (identical to FIG.
  • the main combustion chamber 11 of the internal combustion engine is equipped with a swirl chamber 13 or a prechamber for the injection of fuel 8, the size of which corresponds to 12% to 15% of the size of the main combustion chamber 11.
  • the volume of the vortex chamber 13 (antechamber) can also be larger than 15% of the size of the main combustion chamber 11 (16% and more).
  • the swirl chamber 13 is equipped with the injection nozzle 14 and with the spark plug 15 for the fuel injection.
  • the swirl chamber 13 and the main combustion chamber 11 are connected by a firing channel 16, through which the combustion started in the swirl chamber 13 is propagated into the main combustion chamber 11.
  • No fuel 8 ii is injected into the main combustion chamber 11 through the injection nozzle 14 in the swirl chamber 13, but only into the swirl chamber 13 (prechamber).
  • the injection nozzle 14 creates a rich mixture (1: 8) in the swirl chamber 13.
  • the rich mixture fuel 8 + air 3
  • FIG. 4 an internal combustion engine is illustrated in which the charge air 3 is supercooled with the Venturi effect (identical to FIG. 3) and which is used for the injection of fuel 8 with two identical vortex chambers 17, 17 ', or prechambers 11 is equipped per main combustion chamber.
  • Each vortex chamber 17 or 17 ' is as large as 7% of the main combustion chamber 11.
  • Each vortex chamber 17 or 17' can also be larger (10% and more) or smaller (4%) than 7% of the main combustion chamber 11.
  • the vortex chamber 17 is equipped in the cylinder head with an injection nozzle 14 and a spark plug 15, and the swirl chamber 17 'is identical, with an injection nozzle 14' and a spark plug 15 '(petrol injection).
  • fuel 8 When the internal combustion engine is fully loaded, fuel 8 is injected into the two vortex chambers 17, 17 ', or into the prechambers, in which the injection nozzles 14 and 14' create a rich mixture.
  • fuel 8 When the internal combustion engine is under partial load, fuel 8 is injected only into one swirl chamber 17, but preferably alternately.
  • the fuel 8 for one working cycle of the piston 12 (4-stroke), the fuel 8 is injected through the injection nozzle 14 only into the swirl chamber 17 and for the following working cycle of the piston 12 (4-stroke) (FIG. 4B), the fuel 8 is injected through the injection nozzle 14 'only into the swirl chamber 17'.
  • the alternating injection of fuel 8 enables better cooling of the vortex chambers 17 and 17 'in the cylinder head.
  • the piston 12 can thus work with a higher compression ratio.
  • the injection of fuel 8 only into a swirl chamber 17 or 17 '(the size of which corresponds to about 7% of the main combustion chamber 11) enables the internal combustion engine to reliably ignite 50% less fuel quantity 8 in comparison with the internal combustion engine, which is only equipped with a swirl chamber 13 or an antechamber per main combustion chamber 11 (Fig. 3).
  • FIG. 5 an internal combustion engine is illustrated which works with the subcooling of the charge air 3 in the inlet duct 10 (subcooling is identical to that of FIG. 2), in connection with the combination of the inlet duct injection 9 and the injection of fuel 8 into the Vortex chamber 13, the size of which corresponds to 12% to 15% of the main combustion chamber 11.
  • the internal combustion engine For the very high performance of the internal combustion engine (FIG. 5A), 20% of the fuel 8 is fed into the swirl chamber 13 and, at the same time, 80% of the fuel 8 is passed through the inlet port injection 9.
  • a fuel saving of up to 70% can be achieved (in comparison with FIG. 1 or with FIG. 2, prior art).

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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un moteur à combustion interne alternatif à quatre temps comprenant un compresseur de suralimentation (2) destiné à alimenter en air de suralimentation (3), à une pression supérieure à une atmosphère, une conduite (5) d'air de suralimentation, et une soupape d'étranglement (6) destinée à réduire l'excès de pression de l'air de suralimentation (3) afin de diminuer la pression et d'obtenir ainsi l'effet Venturi permettant de sous-refroidir l'air de suralimentation (3) dans un canal d'entrée (10). Pour l'injection d'un combustible (8), une culasse de cylindre est dotée d'une chambre à tourbillon (13) ou d'une chambre de précombustion pour chaque chambre de combustion principale (11), la dimension desdites chambres correspondant à au moins 5 % de la dimension de la chambre de combustion principale (11). L'injection du combustible (8) uniquement dans la petite chambre à tourbillon (13) permet un allumage fiable d'une petite quantité de combustible (8) pour chaque chambre de combustion principale (11) et, en combinaison avec le sous-refroidissement de l'air de suralimentation (3) dans le canal d'entrée (10), réduit simultanément les émissions de gaz d'échappement et économise du combustible.
EP20780562.3A 2019-09-11 2020-08-03 Dispositif d'injection de combustible pour moteurs à combustion interne Withdrawn EP4028655A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202019105016.0U DE202019105016U1 (de) 2019-09-11 2019-09-11 Vorrichtung zur Kraftstoffeinspritzung für Verbrennungsmotoren
PCT/EP2020/000140 WO2021047790A1 (fr) 2019-09-11 2020-08-03 Dispositif d'injection de combustible pour moteurs à combustion interne

Publications (1)

Publication Number Publication Date
EP4028655A1 true EP4028655A1 (fr) 2022-07-20

Family

ID=68205783

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20780562.3A Withdrawn EP4028655A1 (fr) 2019-09-11 2020-08-03 Dispositif d'injection de combustible pour moteurs à combustion interne

Country Status (6)

Country Link
US (1) US20220112834A1 (fr)
EP (1) EP4028655A1 (fr)
JP (1) JP2022547398A (fr)
CN (1) CN114391061A (fr)
DE (2) DE202019105016U1 (fr)
WO (1) WO2021047790A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA3168145A1 (fr) 2020-01-15 2021-07-22 Radical Combustion Technologies, Llc Systemes, appareils et procedes de declenchement d'allumage par radicaux ameliore dans des moteurs a combustion interne a l'aide d'un generateur de produits chimiques radicalaires

Family Cites Families (22)

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CH208611A (de) * 1937-09-24 1940-02-15 Michel Weber Emile Moteur à combustion.
JPS548241Y2 (fr) * 1973-08-09 1979-04-17
JPS5078706A (fr) * 1973-11-20 1975-06-26
JPS5381807A (en) * 1976-12-25 1978-07-19 Toyota Motor Corp Internal combustion engine
DE2821155A1 (de) * 1978-05-13 1979-12-13 Volkswagenwerk Ag Fremdgezuendete, gemischverdichtende brennkraftmaschine
GB2033471B (en) * 1978-11-08 1983-01-19 Teledyne Ind Pre-combustion chamber internal combustion engine
CA1329780C (fr) * 1988-05-07 1994-05-24 Dan Merritt Moteur a combustion interne
US8215292B2 (en) * 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle
WO2009114264A1 (fr) * 2008-03-12 2009-09-17 Cameron International Corporation Préchambre
CN101482051A (zh) * 2009-01-20 2009-07-15 大连理工大学 多通道涡流燃烧室
AT510435B1 (de) * 2010-11-02 2012-04-15 Ge Jenbacher Gmbh & Co Ohg Hubkolbenmotor
AT13172U1 (de) * 2011-12-28 2013-07-15 Ge Jenbacher Gmbh & Co Ohg Vorkammersystem für eine Brennkraftmaschine
CN104641098B (zh) * 2012-09-12 2018-02-13 卡特彼勒能源方案有限公司 用于内燃发动机的气体混合器
US10161296B2 (en) * 2012-11-27 2018-12-25 Board Of Trustees Of Michigan State University Internal combustion engine
US9714603B2 (en) * 2014-07-23 2017-07-25 Hyundai Motor Company Dual pre-chamber combustion system
EP2998537A1 (fr) * 2014-09-19 2016-03-23 Caterpillar Motoren GmbH & Co. KG Préchambre de moteur à combustion interne
AT516251B1 (de) * 2015-01-07 2016-04-15 Hoerbiger Kompressortech Hold Brenngaszuführungs- und Zündvorrichtung für einen Gasmotor
AT516257B1 (de) * 2015-01-23 2016-04-15 Ge Jenbacher Gmbh & Co Og Verbrennungsmotor
AT516717B1 (de) * 2015-05-26 2016-08-15 Ge Jenbacher Gmbh & Co Og Brennkraftmaschine
US20170145900A1 (en) * 2015-11-19 2017-05-25 Caterpillar Inc. Multiple Pre-Chamber Ignition Systems and Methods
JP2018172975A (ja) * 2017-03-31 2018-11-08 本田技研工業株式会社 内燃機関
US10767577B2 (en) * 2018-05-22 2020-09-08 Mazda Motor Corporation Method of implementing control logic of compression-ignition engine

Also Published As

Publication number Publication date
DE202019105016U1 (de) 2019-09-19
DE102020115199A1 (de) 2020-09-24
US20220112834A1 (en) 2022-04-14
WO2021047790A1 (fr) 2021-03-18
JP2022547398A (ja) 2022-11-14
CN114391061A (zh) 2022-04-22

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