EP4298326A1 - Moteur à combustion interne avec bougie d'allumage et bougie d'allumage de préchambre - Google Patents

Moteur à combustion interne avec bougie d'allumage et bougie d'allumage de préchambre

Info

Publication number
EP4298326A1
EP4298326A1 EP22709619.5A EP22709619A EP4298326A1 EP 4298326 A1 EP4298326 A1 EP 4298326A1 EP 22709619 A EP22709619 A EP 22709619A EP 4298326 A1 EP4298326 A1 EP 4298326A1
Authority
EP
European Patent Office
Prior art keywords
spark plug
combustion chamber
internal combustion
combustion engine
prechamber
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
Application number
EP22709619.5A
Other languages
German (de)
English (en)
Inventor
Alexander Eichhorn
Alexander Hettinger
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP4298326A1 publication Critical patent/EP4298326A1/fr
Pending 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
    • F02B19/12—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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission 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
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the 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
    • 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
    • F02B23/101—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 the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
    • 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
    • F02B5/00—Engines characterised by 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
    • F02B2023/085—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition using several spark plugs per 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
    • F02B2023/102—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 the spark plug being placed offset the cylinder centre axis
    • 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 an internal combustion engine with a spark plug and prechamber spark plug and a method for operating an internal combustion engine.
  • prechamber spark plugs comprise a center electrode arranged in a housing and a ground electrode which define an ignition gap between them in which an air-fuel mixture is ignited. This ignited air-fuel mixture is then conducted through openings in a spark plug cap located at the combustion-chamber end of the prechamber spark plug into a combustion chamber of the internal combustion engine, in which the actual combustion of an air-fuel mixture for the piston stroke takes place.
  • a spark plug cap located at the combustion-chamber end of the prechamber spark plug into a combustion chamber of the internal combustion engine, in which the actual combustion of an air-fuel mixture for the piston stroke takes place.
  • the internal combustion engine according to the invention with the features of claim 1 is characterized by an improved mode of operation, which allows particularly high efficiency with a low knock tendency and reliable operation in any operating conditions. According to the invention, this is achieved by an internal combustion engine which includes at least one cylinder and which includes one spark plug and one prechamber spark plug per cylinder. Furthermore, the internal combustion engine includes two gas exchange openings per cylinder. One first gas exchange opening is an inlet opening, and a second gas exchange opening is an outlet opening.
  • a “spark plug” is considered to be an ordinary spark plug, in particular one with exposed electrodes, which is set up to ignite a fuel-air mixture between at least two electrodes by means of an electrical ignition spark.
  • the spark plug particularly preferably has a straight center electrode and at least one hook-shaped front or roof electrode.
  • such a spark plug can alternatively also be referred to as a “spark spark plug”.
  • a laser device that is set up to ignite the fuel-air mixture by means of laser radiation could also be used as the “spark plug”.
  • a “pre-chamber spark plug” is a design with a pre-chamber formed within a spark plug cap, which is in fluid communication with a combustion chamber of the internal combustion engine via through-openings in the spark plug cap. This allows gases to pass from the pre-chamber through the plug cap into the combustion chamber and vice versa.
  • the plug cap is preferably arranged on an end of a housing of the prechamber spark plug that is on the combustion chamber side, viewed in the axial direction of the prechamber spark plug.
  • the plug cap, housing and prechamber form integral parts of the prechamber spark plug. In particular, the prechamber is thus located within the prechamber spark plug.
  • electrodes are used to ignite a fuel-air mixture located therein, with torch jets passing through the openings in the spark plug cap and igniting the fuel-air mixture in the combustion chamber.
  • the prechamber spark plug is preferably to be regarded as an integral component which can be fastened in a cylinder head of the internal combustion engine. The fastening is preferably carried out in such a way that in an end position the through-openings in the candle cap are aligned in a predefined manner in order in particular to generate specifically aligned torch jets during operation.
  • the prechamber spark plug can be designed in such a way that it can be screwed into a standard thread of the cylinder head, which can accommodate a conventional spark plug.
  • the combination of a conventional spark plug and a prechamber spark plug offers the advantage of a particularly flexible, efficient, and reliable mode of operation of the internal combustion engine.
  • optimal and reliable ignition of the fuel-air mixture in the combustion chamber can always take place in any operating state, such as cold start, catalytic converter heating phase, partial load, full load, and the like.
  • Operation of the internal combustion engine can preferably be designed in such a way that the prechamber spark plug is used as the sole ignition option in the largest possible operating range in order to achieve effective knock reduction and low fuel consumption, particularly at high loads.
  • the spark plug can be operated additionally or solely in operating ranges in which operation of the prechamber spark plug is disadvantageous or impossible, for example during a cold start, in order to achieve reliable ignition in these ranges as well.
  • the prechamber spark plug can be optimized specifically for the most efficient operation possible, for example for certain operating points of the internal combustion engine, with falling efficiency at other operating points being negligible or acceptable, since at these operating points, for example, alone or the spark plug can also be used for ignition.
  • damage to the internal combustion engine for example due to knocking, misfiring or poor combustion, can be avoided due to the always optimally adaptable ignition for a wide variety of operating ranges, thus enabling a particularly long service life for the internal combustion engine.
  • the spark plug and/or the prechamber spark plug is/are preferably arranged on a combustion chamber roof of a combustion chamber of the cylinder.
  • the combustion chamber roof forms an upper end of the combustion chamber along a stroke direction of a piston.
  • the combustion chamber roof is preferably part of a cylinder head of the internal combustion engine.
  • the prechamber spark plug and the spark plug preferably protrude into the combustion chamber.
  • a plug cap of the prechamber spark plug and electrodes of the spark plug preferably protrude into the combustion chamber.
  • the ends of the combustion chamber Prechamber spark plug and the spark plug can also be arranged within a respective candle bore, in which the corresponding prechamber spark plug or spark plug is arranged.
  • the charge exchange openings are particularly preferably arranged in the combustion chamber roof.
  • the combustion chamber roof is divided into two roof areas by a first sectional plane, with the sectional plane being arranged at the midpoints of the two gas exchange openings and, in particular, being parallel to a piston direction of a piston.
  • the spark plug and the prechamber spark plug are arranged within the same roof area.
  • a mixture formation in the combustion chamber can be locally adapted in a particularly targeted manner to that roof area in which the spark plug and the prechamber spark plug are located, in order to obtain optimal ignition.
  • the spark plug and the pre-chamber spark plug are arranged within different roof areas.
  • the free space in the roof area can be used particularly advantageously and can be used, for example, for additional components such as injectors.
  • the combustion chamber roof is preferably subdivided by a second sectional plane perpendicular to the first sectional plane, the second sectional plane being arranged such that the inlet opening and the outlet opening are on different sides of the second sectional plane.
  • the second sectional plane is particularly preferably perpendicular to a line connecting the centers of the two gas exchange openings, and preferably between a respective outer edge of the gas exchange openings.
  • the spark plug and/or the prechamber spark plug are arranged, in particular essentially, on the second sectional plane. Such a position makes it possible for the spark plug and/or the prechamber spark plug to be arranged particularly close to a center point of the combustion chamber roof, which has an advantageous effect on optimal ignition and uniform ignition in the combustion chamber.
  • the prechamber spark plug is particularly preferably arranged closer to the inlet opening than the spark plug in order to enable a particularly good and direct supply of fresh air, in particular to the prechamber of the prechamber spark plug.
  • the prechamber spark plug is located closer to the outlet port than the spark plug, so that, in other words, the Spark plug is located closer to the intake port than the pre-chamber spark plug. In this case, a particularly effective supply of fresh air to the spark plug can be achieved in order to obtain optimal ignition during operation.
  • the prechamber spark plug is located closer to a side wall of the cylinder than the spark plug.
  • the prechamber spark plug is arranged on the side of the combustion chamber roof.
  • the prechamber spark plug is preferably designed in such a way that flare jets generated during ignition by means of the prechamber spark plug are aligned in the direction of a center of the combustion chamber.
  • the spark plug is located closer to the side wall of the cylinder than the prechamber spark plug.
  • a substantially cylindrical lateral surface of the cylinder which can also be referred to as the running surface of the piston, is regarded as the side wall.
  • the prechamber spark plug is arranged closer to a center point of the combustion chamber roof than the spark plug.
  • the spark plug is preferably arranged closer to the center point of the combustion chamber roof than the prechamber spark plug, in order to achieve particularly effective and uniform ignition when the spark plug is in operation.
  • the spark plug and/or the prechamber spark plug is preferably arranged within a central area of the combustion chamber roof.
  • the center area is defined as a circular area with a predefined radius around a center point of the combustion chamber roof.
  • the predefined radius is preferably at most 50% of a cylinder radius.
  • the spark plug and/or the prechamber spark plug is particularly preferably as close as possible to the center of the Arranged combustion chamber roof, whereby a homogeneous as possible, outgoing from a central area of the combustion chamber ignition can be achieved.
  • the internal combustion engine preferably also includes a combustion chamber fuel injector, which is set up to inject, in particular, liquid or gaseous fuel directly into the combustion chamber of the internal combustion engine.
  • the combustion chamber fuel injector is preferably arranged on the combustion chamber roof of the combustion chamber of the cylinder.
  • the combustion chamber fuel injector is thus located in the vicinity of the prechamber spark plug and/or the spark plug in order to generate a uniform fuel-air mixture optimally adapted to the position of the prechamber spark plug and/or spark plug for uniform ignition.
  • the gas exchange openings are preferably arranged in the combustion chamber roof, with the combustion chamber roof being divided into two roof areas by a first sectional plane in such a way that the first sectional plane lies on the respective center points of the two gas exchange openings, and with the combustion chamber fuel injector and the spark plug being arranged within the same roof area.
  • a spatial proximity between the combustion chamber fuel injector and the spark plug can be made possible in order to provide high efficiency in the operation of the spark plug.
  • the combustion chamber fuel injector and the pre-chamber spark plug are arranged within the same roof area. In this case, the prechamber spark plug and the combustion chamber fuel injector can be arranged particularly close to one another on the combustion chamber roof in order to achieve particularly high efficiency during operation of the prechamber spark plug.
  • the combustion chamber roof is particularly preferably subdivided by a second sectional plane perpendicular to the first sectional plane, such that the inlet opening and the outlet opening are each on one side of the second sectional plane.
  • the second sectional plane is preferably arranged tangentially with respect to each of the two gas exchange openings.
  • the combustion chamber fuel injector is arranged on the second sectional plane.
  • the combustion chamber fuel injector is arranged within a center area with a predefined maximum radius around a center point of the combustion chamber roof.
  • the maximum radius of the center area is particularly preferably 50% of the cylinder radius.
  • a distance between the combustion chamber fuel injector and the side wall of the cylinder is preferably at most 30%, particularly preferably at most 15%, of the cylinder radius.
  • the combustion chamber fuel injector is located close to the side wall, i.e. it is not arranged centrally but on the side of the combustion chamber roof.
  • the combustion chamber fuel injector is preferably aligned at an angle, so that an injection direction of the fuel to be injected is aligned in the direction of the center of the combustion chamber.
  • the lateral arrangement of the combustion chamber fuel injector enables a particularly space-saving arrangement on the combustion chamber roof, which means that more space is available for arranging the spark plug and/or the prechamber spark plug, particularly in the central area of the combustion chamber roof.
  • the prechamber spark plug is particularly preferably arranged closer to the combustion chamber fuel injector than the spark plug. Such an arrangement of the combustion chamber fuel injector and the prechamber spark plug close to one another has a particularly advantageous effect on efficient and reliable operation of the prechamber spark plug.
  • the proximity between the combustion chamber fuel injector and the prechamber spark plug results in improved scavenging and mixture supply to the prechamber of the prechamber spark plug.
  • the spark plug is arranged closer to the combustion chamber fuel injector than the pre-chamber spark plug.
  • a particularly good mixture supply can be provided in the area of the spark plug.
  • the combustion chamber fuel injector and the prechamber spark plug are preferably arranged at a distance of at most 50%, in particular at most 30%, preferably at most 10%, of a cylinder radius of the cylinder.
  • the combustion chamber fuel injector and the spark plug are arranged at a distance of at most 50%, in particular at most 30%, preferably at most 10% of the cylinder radius of the cylinder.
  • An injection direction, ie a direction along which the fuel is essentially injected, of the combustion chamber fuel injector is particularly preferably aligned in the direction of the prechamber spark plug, in particular aligned with a plug cap of the prechamber spark plug.
  • the direction of injection is preferably aligned essentially in the direction of the spark plug.
  • the internal combustion engine also includes an intake manifold fuel injector, which is set up for injecting fuel into an intake manifold of the internal combustion engine.
  • the intake manifold opens into the combustion chamber by means of the inlet opening.
  • the intake manifold fuel injector is advantageously provided as an alternative to a direct-injecting combustion chamber fuel injector arranged on the combustion chamber.
  • the invention relates to a method for operating an internal combustion engine which has at least one cylinder and two gas exchange openings per cylinder, a spark plug and a prechamber spark plug.
  • the spark plug and/or the pre-chamber spark plug is operated in order to ignite a fuel-air mixture within the combustion chamber of the cylinder.
  • both the prechamber spark plug and the spark plug can be operated simultaneously, and alternatively the spark plug or the prechamber spark plug can be operated alone in order to ignite the air mixture in the combustion chamber. This allows a particularly flexible and efficient operation of the internal combustion engine.
  • the prechamber spark plug is preferably operated alone during operation of the internal combustion engine under high load, in particular while the spark plug is inactive. Operation at a torque of at least 20%, preferably at least 50%, particularly preferably at least 80%, of a nominal torque of the internal combustion engine is preferably regarded as a high load.
  • This torque threshold can preferably be dependent on a speed of the internal combustion engine, or other key figures, such as a lambda number, control times of valves, an engine temperature, or the like.
  • the spark plug is operated alone during low load operation of the internal combustion engine, particularly while the prechamber spark plug is inactive. Operation at a torque of less than 80%, preferably less than 50%, particularly preferably less than 20%, of a nominal torque of the internal combustion engine is preferably regarded as a low load. As a result, reliable ignition by means of the spark plug can be made possible even at low loads.
  • the spark plug is particularly preferably operated during a catalytic converter heating phase, in particular after a cold start of the internal combustion engine.
  • the spark plug is preferably operated on its own, in particular while the prechamber spark plug is inactive.
  • Sole operation of the spark plug preferably takes place at low engine temperatures of the internal combustion engine, preferably at engine temperatures of a maximum of 323 K, in particular a maximum of 303 K, in particular preferably a maximum of 293 K.
  • a temperature of a coolant of the internal combustion engine can be determined as the engine temperature, for example, in order to obtain a particularly simple determination.
  • a combined operation of the spark plug and the prechamber spark plug can also take place simultaneously.
  • the spark plug and the prechamber spark plug are operated with different ignition times, preferably independent of one another, in particular within a single working cycle of the internal combustion engine.
  • the spark plug can be operated exclusively during an exhaust stroke, preferably at high load, with preferably only the prechamber spark plug being used to ignite the fuel-air mixture.
  • the internal combustion engine is particularly preferably operated at least within a partial operating range with a lambda number of at least 1.
  • the prechamber spark plug is particularly preferably operated within this partial operating range.
  • the spark plug can be inactive within this partial operating range.
  • a combined operation of the spark plug and the prechamber spark plug can also take place.
  • the spark plug can be operated alone within this partial operating range, that is to say while the prechamber spark plug is inactive.
  • the lambda number is particularly preferably at least 1.05 within at least one partial operating range of the internal combustion engine.
  • the internal combustion engine is operated within the partial operating range with a lean fuel/air mixture.
  • the prechamber spark plug and/or spark plug is preferably operated during lean operation.
  • Figure 1 is a sectional view of an internal combustion engine according to a first embodiment of the invention
  • FIG. 2 simplified schematic detailed views of various preferred configurations of the internal combustion engine of FIG.
  • FIG. 3 simplified schematic detailed views of further preferred configurations of the internal combustion engine of FIG.
  • Figure 4 is a sectional view of an internal combustion engine according to a second embodiment of the invention.
  • FIG 5 shows simplified schematic detail views of various preferred configurations of the internal combustion engine of Figure 4.
  • FIG. 1 shows a simplified sectional view of an internal combustion engine 1 according to a first exemplary embodiment of the invention.
  • the internal combustion engine 1 comprises a plurality of cylinders 10, only one of the cylinders 10 being shown in FIG.
  • the cylinder 10 has a combustion chamber 5 which is delimited by a combustion chamber roof 50 at its upper end.
  • the combustion chamber roof 50 is formed by a cylinder head 15 of the internal combustion engine 1 .
  • the combustion chamber roof 50 is preferably conical or designed to taper towards the top, with a roof tip forming in particular in the center point 54 (cf. FIG. 2) of the combustion chamber roof 50 .
  • the center point 54 is in the middle, in particular on a central axis 13, of the preferably circular cylinder 10.
  • the internal combustion engine 1 includes two gas exchange openings 4 per cylinder 10.
  • a first gas exchange opening 4 is one Inlet opening 41, through which fresh air can flow from an intake manifold 70 (cf. Figure 4) into the combustion chamber 5, and a second gas exchange opening 4 is an outlet opening 42, through which exhaust gases after combustion from the combustion chamber 5 into an exhaust pipe 18 (cf. Figure 4) can flow out.
  • the internal combustion engine 1 includes a combustion chamber fuel injector 6 per cylinder 10 , which is set up to inject liquid or gaseous fuel directly into the combustion chamber 5 .
  • the combustion chamber fuel injector protrudes slightly into combustion chamber 5 .
  • the combustion chamber fuel injector 6 can also be arranged retracted within an injector bore 60 in which it is arranged.
  • the internal combustion engine includes a spark plug 2 and a prechamber spark plug 3 per cylinder 10.
  • the spark plug 2 is a conventional spark plug that is set up to ignite a fuel/air mixture in the combustion chamber 5 by means of an electric spark.
  • the spark plug 2 can have a center electrode 21 and a lateral, hook-shaped end electrode 22, which in particular forms the ground electrode.
  • the ignition spark can be generated between the two electrodes 21 , 22 .
  • the spark plug 2 can be arranged in a bore 20 inside the cylinder head 15, with the bore 20 opening into the combustion chamber 5.
  • the spark plug 2 can also protrude into the combustion chamber 5 .
  • the prechamber spark plug 3 has a plug cap 32 which is arranged on an axial end of a housing 32b of the prechamber spark plug 3 .
  • the plug cap 32 forms a prechamber 32a within the prechamber spark plug 3, the prechamber 32a being connected to the combustion chamber 5 via through-openings (not shown) which penetrate the plug cap 32.
  • a fuel-air mixture can be ignited within the prechamber 32a by means of electrodes 31, so that several, preferably four, torch jets (see FIG. 2, FIG. 3 or FIG. 5; shown schematically as club-shaped jets emanating from the prechamber spark plug 3) flow through the passage openings. , In particular in the form of flames, spread into the combustion chamber 5 in order to ignite the fuel-air mixture there.
  • the prechamber spark plug 3 is in a bore 33 in Cylinder head 15 screwed in.
  • the prechamber spark plug 3 is screwed in in such a way that the plug cap 32 protrudes into the combustion chamber 5 .
  • the prechamber spark plug 3 is optimized for operating the internal combustion engine 1 under high load and while the internal combustion engine 1 is being operated with a stoichiometric or lean fuel/air mixture. Due to the special ignition method of the prechamber spark plug 3, the fuel-air mixture can be ignited reliably and with a low knocking tendency of the internal combustion engine 1. As a result, a particularly fuel-efficient operation of the internal combustion engine 1 can be made possible without the risk of damage from knocking.
  • the spark plug 2 is operated in particular after a cold start, during catalytic converter heating operation and at low loads in order to enable reliable ignition of the fuel-air mixture in the combustion chamber 5 even in these operating ranges.
  • FIGS. 2 and 3 several preferred variants for arrangements of combustion chamber fuel injector 6, spark plug 2 and prechamber spark plug 3 on combustion chamber roof 50 are shown in a simplified, schematic manner, which are described below.
  • the piston direction is parallel to the central axis 12 of the cylinder 10.
  • the inlet opening 41 has a larger cross section than the outlet opening 42 .
  • the inlet opening 41 and the outlet opening 42 could also have an identical cross section, or further alternatively the outlet opening 42 could have a larger cross section than the inlet opening 41 .
  • the inlet opening 41 and the outlet opening 42 are each circular and are inscribed in the combustion chamber roof 50 in such a way that a maximum total cross section is available for the gas exchange.
  • the gas exchange openings 4 could also be smaller.
  • a first sectional plane 51 is arranged in such a way that it divides the combustion chamber roof 50 into two roof areas 55 , 56 , with the first sectional plane 51 lying on the respective center points 45 of the gas exchange openings 4 .
  • the first sectional plane 51 can also be viewed as the plane of symmetry of the combustion chamber roof 50 .
  • a second sectional plane 52 is arranged in such a way that one of the two gas exchange openings 4 is located on one side of the second sectional plane 52 in each case.
  • the second sectional plane 52 is arranged tangentially to the two gas exchange openings 4 and between them.
  • Figure 2 shows variants of arrangements of the components in the combustion chamber roof 50 with a central position of the combustion chamber fuel injector 6.
  • the central position is an arrangement within a center region 53, which is circular around the center 54 of the combustion chamber roof 50 with a radius 53a of 50% Cylinder radius 12 is formed considered. Due to the central location of the combustion chamber fuel injector 6, a particularly uniform distribution of the injected fuel spray in the combustion chamber 50 can be achieved.
  • combustion chamber fuel injector 6 is located in a first roof area 55.
  • FIG. 2(a) shows an arrangement with the spark plug 2 in the first roof area 55 and with the prechamber spark plug 3 in the second roof area 56.
  • a distance 26 between the spark plug 2 and the combustion chamber fuel injector 6 is kept to a minimum.
  • a distance 66 between the combustion chamber fuel injector 6 and the center 54 of the combustion chamber roof 50 is greater than a distance 25 between the spark plug 2 and the center 54 uniform ignition in the combustion chamber 5 can be achieved.
  • the prechamber spark plug 3 is located at a distance 35 from the center 54 which is greater than the distance 25 of the spark plug 2 from the center 54 .
  • the prechamber spark plug 3 is arranged close to a side wall 11 of the cylinder 10, with a minimum distance 37 between the side wall 11 and the prechamber spark plug 3 being smaller than the distance 35 to the center point 54.
  • the prechamber spark plug 3 is designed and arranged in such a way that flare jets 30 generated during its operation are aligned essentially in the direction of the first roof area 55. Due to the proximity of the combustion chamber fuel injector 6 and the spark plug 2, the arrangement of FIG.
  • FIG. 2(b) shows an arrangement in which, in addition to the prechamber spark plug 3, the spark plug 2 is also arranged in the second roof area 56.
  • a distance 34 between the spark plug 2 and the inlet opening 41 is greater than a distance 24 between the prechamber spark plug 3 and the inlet opening 41.
  • FIG. 2(c) shows an arrangement analogous to FIG. 2(a), with spark plug 2 and prechamber spark plug 3 being reversed, ie prechamber spark plug 3 is arranged at a minimum distance 36 from combustion chamber fuel injector 6.
  • prechamber spark plug 3 is arranged at a minimum distance 36 from combustion chamber fuel injector 6.
  • FIG. 3 shows variants in which the combustion chamber fuel injector 6 is located in the second roof area 56.
  • the combustion chamber fuel injector 6 is arranged laterally at a small distance 61 from the side wall 11 . Due to the lateral arrangement of the combustion chamber fuel injector 6, more space is available for the spark plug 2 and the prechamber spark plug 3 in the central area of the combustion chamber roof 50 near the center point 54, so that both of them can be arranged as centrally as possible for improved uniform ignition.
  • FIG. 3(a) shows a variant in which the prechamber spark plug 3 is arranged at a particularly small distance 36 from the combustion chamber fuel injector 6.
  • the spark plug 2 is arranged in the opposite first roof area 55 and at a distance 27 from the combustion chamber fuel injector 6, which is significantly greater than the distance 36.
  • FIG. 3(b) shows a variant in which the spark plug 2 is also arranged in the second roof area.
  • the spark plug 2 and also the prechamber spark plug 3 can be arranged particularly close to the injector, as a result of which reliable, robust ignition is made possible both when the spark plug 2 and the prechamber spark plug 3 are in operation.
  • Shown is an arrangement with a distance 26 of the spark plug 2, which is smaller than the distance 36 of the prechamber spark plug 3, each to the combustion chamber fuel injector 6.
  • the spark plug 2 and the prechamber spark plug 3 can preferably also be arranged reversed.
  • FIG. 3(c) shows a variant analogous to FIG. 3(a), with the spark plug 2 and the prechamber spark plug 3 being reversed. This means that the spark plug 2 is close to the injector and the prechamber spark plug 3 is far from the injector. A distance 35 from the prechamber spark plug 3 to the center point 54 of the combustion chamber roof 50 is smaller than a distance 25 from the spark plug 2 to the center point 54.
  • FIG. 3(d) shows a variant, with the spark plug 2 and the prechamber spark plug 3 being arranged in the first roof area 55 and thus remote from the injector.
  • the prechamber spark plug 3 is arranged at a distance 35 from the center point 54 of the combustion chamber roof 50, which is smaller than the distance between the spark plug 2 and the center point 54.
  • FIG. 4 shows a sectional view of an internal combustion engine 1 according to a second exemplary embodiment of the invention.
  • the second exemplary embodiment essentially corresponds to the first exemplary embodiment in FIGS. 1 to 3, with the difference that instead of a combustion chamber fuel injector 6 which is arranged in the combustion chamber roof 50 and injects directly, an intake manifold fuel injector 7 is provided.
  • the port fuel injector 7 is arranged and arranged in the cylinder head 15 and on an intake manifold 70 in order to inject liquid or gaseous fuel into the intake manifold 70 .
  • the intake manifold 7 opens into the combustion chamber 5 at the inlet opening 41 and thus conducts the fuel-air mixture into the combustion chamber 5.
  • Figure 5 shows variants of the arrangements of spark plug 2 and prechamber spark plug 3 on combustion chamber roof 50 of internal combustion engine 1 of the second exemplary embodiment of Figure 4. Since no fuel injector is arranged on combustion chamber roof 50 in the second exemplary embodiment, there is advantageously more space for spark plug 2 and the prechamber spark plug 3 are available, so that these two can be arranged comparatively centrally (as in particular in the variants in FIGS. 5(a) and (b)) and particularly flexibly for optimal, uniform ignition.
  • FIG. 5(a) shows a variant in which the spark plug 2 is arranged in the first roof area 55 and the prechamber spark plug 3 is arranged in the second roof area 56.
  • the distance 25 of the spark plug 2 is smaller than the distance 35 of the pre-chamber spark plug 3, in each case to the center point 54 of the combustion chamber roof 50.
  • Both the spark plug 2 and the pre-chamber spark plug 3 can be arranged particularly close to the inlet opening 41, which means that there is optimal ignition in each case Combustion chamber 5 inflowing fuel-air mixture can be made possible.
  • FIG. 5(b) shows an inverted arrangement of spark plug 2 and prechamber spark plug 3, ie such that prechamber spark plug 3 is arranged closer to center point 54 of combustion chamber roof 50.
  • FIG. 5(c) shows a variant in which spark plug 2 and prechamber spark plug 3 are arranged in second roof area 56.
  • the distance 35 between the prechamber spark plug 3 and the center 54 is smaller than the distance 25 between the spark plug 2 and the center 54.
  • FIG. 5(d) shows a variant with spark plug 2 and prechamber spark plug 3 in the first roof area, the distances 25, 35 from the center point 54 being formed in proportion to that in FIG. 5(c).
  • all distances to which reference is made are to be regarded as minimum distances. This means, for example, a “distance between the spark plug and the center of the combustion chamber roof” is defined as the minimum distance between an outer circumference of the spark plug, in particular essentially in a plane of the combustion chamber roof, to the center of the
  • combustion chamber roof viewed.

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  • 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)

Abstract

La présente invention concerne un moteur à combustion interne (1), comprenant : au moins un cylindre (10) ; deux orifices d'échange de charge (4) par cylindre (10), un premier orifice d'échange de charge (4) étant un orifice d'entrée (41), et un second orifice d'échange de charge (4) étant un orifice de sortie (42) ; ainsi qu'une bougie d'allumage (2) et une bougie d'allumage de préchambre (3) pour chaque cylindre (10).
EP22709619.5A 2021-02-26 2022-02-09 Moteur à combustion interne avec bougie d'allumage et bougie d'allumage de préchambre Pending EP4298326A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021104628.9A DE102021104628A1 (de) 2021-02-26 2021-02-26 Verbrennungskraftmaschine mit Zündkerze und Vorkammerzündkerze
PCT/EP2022/053098 WO2022179849A1 (fr) 2021-02-26 2022-02-09 Moteur à combustion interne avec bougie d'allumage et bougie d'allumage de préchambre

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EP4298326A1 true EP4298326A1 (fr) 2024-01-03

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US (1) US12085009B2 (fr)
EP (1) EP4298326A1 (fr)
CN (1) CN116940751A (fr)
BR (1) BR112023016974A2 (fr)
DE (1) DE102021104628A1 (fr)
WO (1) WO2022179849A1 (fr)

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9567896B2 (en) * 2013-01-28 2017-02-14 Sonex Research, Inc. Method for modifying combustion chamber in a reciprocating piston internal combustion engine and resulting engine
US10364738B2 (en) 2016-11-08 2019-07-30 Ford Global Technologies, Llc Pre-chamber ignition system
CN106762127A (zh) * 2017-02-09 2017-05-31 天津内燃机研究所（天津摩托车技术中心） 二冲程缸内直喷发动机
EP3453856B1 (fr) * 2017-09-08 2019-10-16 MASERATI S.p.A. Moteur à combustion interne à essence, comprenant une préchambre de combustion et deux bougies d'allumage
CN111771051B (zh) * 2017-12-20 2022-05-03 卡明斯公司 用于车辆的双点火源的设备和系统
IT201800004821A1 (it) 2018-04-24 2019-10-24 Motore a combustione interna ad alte prestazioni con gestione delle emissioni migliorata e metodo di controllo di tale motore
DE102018112450B4 (de) 2018-05-24 2020-07-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Brennzylinder einer Brennkraftmaschine
DE102019205478A1 (de) 2019-04-16 2020-10-22 Robert Bosch Gmbh Vorkammerzündkerze mit angepasster Kappengeometrie
AT522438B1 (de) * 2019-04-23 2020-11-15 Avl List Gmbh Brennkraftmaschine mit einem zylinderkopf
AT522462B1 (de) 2019-10-15 2020-11-15 Avl List Gmbh Brennkraftmaschine mit einem zylinderkopf
JP7312362B2 (ja) * 2020-01-21 2023-07-21 マツダ株式会社 エンジンシステム

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DE102021104628A1 (de) 2022-09-01
WO2022179849A1 (fr) 2022-09-01
US12085009B2 (en) 2024-09-10
US20240229705A9 (en) 2024-07-11
CN116940751A (zh) 2023-10-24
BR112023016974A2 (pt) 2023-10-10
US20240133337A1 (en) 2024-04-25

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