FR2887586A1 - Variable compression ratio and direct injection diesel engine, has piston, and injector with holes, where holes are determined so that fuel is directed towards space when distance between piston and head is higher than preset distance - Google Patents

Variable compression ratio and direct injection diesel engine, has piston, and injector with holes, where holes are determined so that fuel is directed towards space when distance between piston and head is higher than preset distance Download PDF

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Publication number
FR2887586A1
FR2887586A1 FR0506485A FR0506485A FR2887586A1 FR 2887586 A1 FR2887586 A1 FR 2887586A1 FR 0506485 A FR0506485 A FR 0506485A FR 0506485 A FR0506485 A FR 0506485A FR 2887586 A1 FR2887586 A1 FR 2887586A1
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France
Prior art keywords
holes
injector
piston
angle
distance
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FR0506485A
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French (fr)
Inventor
Laurent Krebs
Jacky Guezet
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Renault SAS
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Renault SAS
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Priority to FR0506485A priority Critical patent/FR2887586A1/en
Publication of FR2887586A1 publication Critical patent/FR2887586A1/en
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Classifications

    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/182—Discharge orifices being situated in different transversal planes with respect to valve member direction of movement
    • 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
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • 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
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0669—Details related to the fuel injector or the fuel spray having multiple fuel spray jets per injector nozzle
    • 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
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0672—Omega-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder center axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/1813—Discharge orifices having different orientations with respect to valve member direction of movement, e.g. orientations being such that fuel jets emerging from discharge orifices collide with each other
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/1826—Discharge orifices having different sizes
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/1846—Dimensional characteristics of discharge orifices
    • 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

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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

The engine has an injector (1) for injecting a fuel through holes in a space defined by a bowl (51) which is formed by digging an upper surface of a piston (5). The injector has holes having an angle comprised between 160 and 180 degrees, where the holes are determined so that the fuel injected though the latter holes is directed towards the space when the piston is at high dead center and distance between the piston and a cylinder head (2) is higher than a preset minimal distance. The latter holes have diameters smaller than the diameters of the former holes. An independent claim is also included for an injector for an internal combustion engine.

Description

Moteur Diesel à injection directe et taux de compressionDiesel engine with direct injection and compression ratio

variable, et injecteur pour un tel moteur.  variable, and injector for such an engine.

La présente invention concerne un moteur Diesel à injection directe et taux de compression variable, ainsi qu'un injecteur pour un tel moteur.  The present invention relates to a diesel engine with direct injection and variable compression ratio, and an injector for such an engine.

Il est connu d'utiliser dans les moteurs Diesel à injection directe des pistons dont la face supérieure est creusée pour former une sorte de bol, généralement large et profond, définissant l'espace dans lequel l'injecteur injecte le carburant, ce qui permet notamment d'amener la surface supérieure du piston très proche de la culasse au point mort haut. L'orientation des trous des injecteurs, définie par ce que l'on appelle couramment l'angle de nappe, est donc déterminée afin d'utiliser au mieux l'air contenu dans le bol du piston au point mort haut.  It is known to use, in the direct injection diesel engines, pistons whose upper face is hollowed out to form a kind of bowl, generally wide and deep, defining the space in which the injector injects the fuel, which makes it possible in particular to bring the upper surface of the piston very close to the cylinder head at top dead center. The orientation of the injector holes, defined by what is commonly known as the lap angle, is therefore determined in order to best use the air contained in the piston bowl at the top dead center.

Actuellement, les moteurs Diesel sont conçus de façon que le rapport le rapport K%, entre le volume du bol du piston et le volume mort au point mort haut, soit le plus fort possible, entraînant de ce fait une distance (dpc) très faible entre le piston et la culasse au point mort haut (PMH).  Currently, the diesel engines are designed so that the ratio K% ratio between the volume of the piston bowl and the dead volume at the top dead center is as high as possible, resulting in a very low distance (dpc). between the piston and the cylinder head at the top dead center (TDC).

Par ailleurs, dans les moteurs à taux de compression variable, appelés VCR, tels que décrits par exemple dans WO8202576 et JP61197731, il est connu de faire varier le taux de compression en modifiant, de manière connue en soi, la distance dpc entre le piston et la culasse au point mort haut.  Moreover, in engines with a variable compression ratio, called VCR, as described for example in WO8202576 and JP61197731, it is known to vary the compression ratio by modifying, in a manner known per se, the distance dpc between the piston and the bolt at the top dead center.

Plus cette distance est petite et plus le taux de compression est élevé, ce qui permet de réduire les émissions d'imbrûlés lorsque le moteur est en faible charge et de faciliter les démarrages à froid.  The smaller this distance, the higher the compression ratio, which reduces the emissions of unburnt when the engine is in low load and facilitate cold starts.

Inversement, un taux de compression plus faible permet, en pleine charge, d'augmenter la puissance sans augmentation corrélative des contraintes thermomécaniques. Mais la réduction du taux de compression étant obtenue en augmentant la distance entre piston et culasse au point mort haut, le rapport K%, entre le volume du bol du piston et le volume mort au point mort haut, diminue. Or il est bien connu que dans les moteurs diesel à injection directe actuels, une diminution du dit rapport K% n'est pas favorable à une bonne combustion à cause d'une mauvaise utilisation de l'air contenu dans le cylindre. Lorsque le moteur est utilisé à pleine charge, il est donc souhaité de pouvoir utiliser au mieux non seulement l'air contenu dans le bol du piston mais aussi l'air disponible au-dessus du piston, lorsque la distance dpc au point mort haut est augmentée.  Conversely, a lower compression ratio allows, under full load, to increase the power without correlative increase in thermomechanical stresses. But the reduction of the compression ratio being obtained by increasing the distance between the piston and cylinder head at top dead center, the ratio K%, between the volume of the piston bowl and the dead volume at the top dead center, decreases. Now it is well known that in today's direct injection diesel engines, a decrease in said K ratio is not favorable to good combustion due to improper use of the air contained in the cylinder. When the engine is used at full load, it is therefore desired to be able to best use not only the air contained in the piston bowl but also the air available above the piston, when the distance dpc at the top dead center is increased.

La présente invention a pour but de fournir une réponse à ce souhait et vise donc en particulier à assurer la meilleure exploitation possible de tout l'air contenu dans le cylindre au point mort haut.  The object of the present invention is to provide a response to this desire and therefore aims in particular to ensure the best possible use of all the air contained in the cylinder at top dead center.

Avec ces objectifs en vue, l'invention a pour objet un moteur Diesel à injection directe et taux de variable, dans lequel la face supérieure d'un creusée pour former un bol définissant lequel un injecteur injecte du carburant disposés selon un alignement circulaire et rapport à l'axe de l'injecteur selon un déterminé pour que le carburant injecté soit dirigé vers l'intérieur du bol, et la variation du taux de compression est obtenue en modifiant la distance dpc entre le piston et la culasse au point mort haut.  With these objectives in view, the subject of the invention is a diesel engine with direct injection and variable rate, wherein the upper face of a hollow to form a bowl defining which an injector injects fuel arranged in a circular alignment and report to the axis of the injector according to a determined for the fuel injected is directed towards the inside of the bowl, and the variation of the compression ratio is obtained by changing the distance dpc between the piston and the cylinder head at top dead center.

Selon l'invention, le moteur est caractérisé en ce que l'injecteur comporte au moins un deuxième alignement compression piston est l'espace dans par des trous orientés par premier angle circulaire de trous orientés par rapport à l'axe de l'injecteur selon un deuxième angle supérieur au premier angle et déterminé pour que le carburant injecté par les trous du deuxième alignement soit dirigé vers l'espace situé au- dessus du piston lorsque le piston est au point mort haut et que la distance entre piston et culasse est supérieure à une distance minimale prédéterminée.  According to the invention, the engine is characterized in that the injector comprises at least a second piston compression alignment is the space in through holes oriented by the first circular angle of holes oriented relative to the axis of the injector according to a second angle greater than the first angle and determined so that the fuel injected through the holes of the second alignment is directed towards the space above the piston when the piston is at the top dead center and the distance between piston and cylinder head is greater than at a predetermined minimum distance.

Ainsi, le carburant injecté par les trous de cette deuxième rangée est dirigée directement vers l'air disponible au dessus du piston, dans la zone de celui-ci située autour du bol. L'utilisation de cet air pour la combustion peut donc être optimisée, contrairement à la disposition selon la technique antérieure où cet air périphérique n'était pas directement atteint par les jets de carburant provenant des injecteurs.  Thus, the fuel injected through the holes of this second row is directed directly to the air available above the piston, in the area thereof around the bowl. The use of this air for combustion can therefore be optimized, unlike the provision according to the prior art where this peripheral air was not directly reached by the fuel jets from the injectors.

Selon une disposition préférentielle, le diamètre des trous du deuxième alignement circulaire est plus petit que celui des trous du premier alignement, et même nettement plus petit, de l'ordre du dixième de mm ou moins, de manière à pulvériser le carburant le plus finement possible. Ceci permet d'éviter que des jets de carburant liquides ou vaporisés ne pénètrent trop au dessus du piston, jusqu'à la paroi du cylindre, ce qui risquerait de provoquer leur condensation sur la dite paroi et une dilution du carburant injecté dans l'huile de lubrification amenée par la montée du piston.  In a preferred arrangement, the diameter of the holes of the second circular alignment is smaller than that of the holes of the first alignment, and even much smaller, of the order of one tenth of a millimeter or less, so as to spray the finest fuel. possible. This makes it possible to prevent liquid or vaporized fuel jets from penetrating too much above the piston, up to the wall of the cylinder, which could cause their condensation on said wall and a dilution of the fuel injected into the oil. lubrication brought by the rise of the piston.

Le dit deuxième angle sera préférentiellement compris entre 80 et 90 , soit un angle de nappe de la deuxième rangée de trous compris entre 160 et 180 . Le deuxième angle, c'est à dire le demi-angle de nappe de la deuxième rangée de trous, sera déterminé précisément au cas par cas en fonction de la distance entre piston et culasse en pleine charge et de l'enfoncement du nez de l'injecteur, de manière à utiliser au mieux l'air disponible au-dessus du piston.  Said second angle will preferably be between 80 and 90, ie a ply angle of the second row of holes between 160 and 180. The second angle, ie the half-angle of the second row of holes, will be determined precisely on a case-by-case basis depending on the distance between the piston and the cylinder head in full load and the depression of the nose of the injector, so as to make the best use of the available air above the piston.

L'invention a aussi pour objet un injecteur, pour le moteur défini précédemment, qui comporte des trous disposés selon un premier alignement circulaire et orientés par rapport à l'axe de l'injecteur selon un premier angle prédéterminé et caractérisé en ce qu'il comporte au moins un deuxième alignement circulaire de trous orientés par rapport à l'axe de l'injecteur selon un deuxième angle supérieur au premier angle.  The subject of the invention is also an injector, for the motor defined above, which comprises holes arranged in a first circular alignment and oriented with respect to the axis of the injector according to a predetermined first angle and characterized in that it has at least a second circular alignment of holes oriented relative to the axis of the injector at a second angle greater than the first angle.

D'autres caractéristiques et avantages apparaîtront dans la description qui va être faite d'un moteur et d'un injecteur conforme à l'invention.  Other features and advantages will appear in the description that will be made of a motor and an injector according to the invention.

On se reportera aux dessins annexés dans lesquels: - la figure 1 est une vue schématique en coupe de la partie supérieure de la chambre de combustion et du piston, et de l'injecteur, dans une première configuration, - la figure 2 est une vue similaire, dans une seconde configuration, - la figure 3 est une vue à échelle agrandie du nez de l'injecteur, en coupe axiale, - la figure 4 est une vue frontale à échelle encore agrandie du nez de l'injecteur.  Reference is made to the accompanying drawings in which: - Figure 1 is a schematic sectional view of the upper part of the combustion chamber and the piston, and the injector, in a first configuration - Figure 2 is a view Similarly, in a second configuration, FIG. 3 is an enlarged view of the nose of the injector, in axial section; FIG. 4 is an enlarged front view of the nose of the injector.

De manière connue en soi, l'injecteur 1 est monté dans la culasse 2 et sont nez 11 dépasse légèrement dans la chambre de combustion 3 définie dans le cylindre 4 entre la culasse 2 et le piston 5.  In a manner known per se, the injector 1 is mounted in the cylinder head 2 and nose 11 protrudes slightly into the combustion chamber 3 defined in the cylinder 4 between the cylinder head 2 and the piston 5.

Le dessus du piston est creusé pur former le bol 51, dont la forme générale représentée sur les dessins n'est nullement limitative.  The top of the piston is hollow to form the bowl 51, the general shape shown in the drawings is not limiting.

La distance dpc entre la face supérieure 52 du piston et la culasse 2 lorsque le piston est au point mort haut, comme représenté sur les figures 1 et 2, est ajustable, de manière connue pour un moteur à taux de compression variable, par exemple en faisant varier la distance entre l'axe de vilebrequin et la culasse. Les figures 1 et 2 illustrent une position dans laquelle le taux de compression est réduit par rapport à son maximum, où le piston se trouverait plus proche de la culasse.  The distance dpc between the upper face 52 of the piston and the cylinder head 2 when the piston is at the top dead center, as shown in FIGS. 1 and 2, is adjustable, in a manner known for a variable compression ratio engine, for example in varying the distance between the crankshaft axis and the cylinder head. Figures 1 and 2 illustrate a position in which the compression ratio is reduced from its maximum, where the piston would be closer to the cylinder head.

Lorsque le piston est plus éloignée de la culasse, une fraction relativement importante de la quantité d'air disponible dans la chambre de combustion au PMH se trouve au dessus de la face supérieure 52 du cylindre. Par exemple, pour un moteur d'une cylindrée unitaire de 500 cm3, si on réduit le taux de compression de 17 à 13, le volume disponible au dessus du piston correspond à plus de 25% du volume mort.  When the piston is further away from the cylinder head, a relatively large fraction of the amount of air available in the TDC combustion chamber is above the top face 52 of the cylinder. For example, for an engine having a cubic capacity of 500 cm 3, if the compression ratio is reduced from 17 to 13, the available volume above the piston corresponds to more than 25% of the dead volume.

La disposition des trous d'injection de l'injecteur 1 est représentée figures 3 et 4. Une première rangée circulaire de trous 12 est réalisée dans le nez de l'injecteur avec des diamètres adaptés à l'utilisation de l'air disponible dans le bol du piston, et un angle de nappe AN1 prédéterminé en fonction de la forme du bol. Par exemple, à la figure 2, l'angle de nappe AN1 est relativement large, de l'ordre de 140 par exemple, adapté à une forme de bol de piston classique sur les moteurs Diesel à injection directe actuels. A la figure 1, l'angle de nappe AN1 est plus étroit, de l'ordre de 60 par exemple, et est adapté à un bol plus étroit et/ou plus profond.  The arrangement of the injection holes of the injector 1 is shown in FIGS. 3 and 4. A first circular row of holes 12 is made in the nose of the injector with diameters adapted to the use of the air available in the piston bowl, and a pre-determined lap angle AN1 depending on the shape of the bowl. For example, in FIG. 2, the ply angle AN1 is relatively wide, of the order of 140 for example, adapted to a conventional piston bolt shape on current direct injection diesel engines. In Figure 1, the lap angle AN1 is narrower, of the order of 60 for example, and is adapted to a narrower and / or deeper bowl.

La deuxième rangée circulaire de trous 13 a un angle de nappe AN2 nettement plus important, par exemple compris entre 160 et 180 , afin d'utiliser l'air disponible au dessus du piston.  The second circular row of holes 13 has a much larger lap angle AN2, for example between 160 and 180, in order to use the available air above the piston.

On notera que les trous 12 de la première rangée ont un diamètre, par exemple de 0,15 mm, nettement plus important que les trous 13 de la seconde rangée circulaire, dont le diamètre sera minimisé autant que possible, et sera préférentiellement inférieur ou égal à 80}gym, cette dimension pouvant être obtenue par un perçage des trous par laser.  Note that the holes 12 of the first row have a diameter, for example 0.15 mm, much larger than the holes 13 of the second circular row, whose diameter will be minimized as much as possible, and will preferably be less than or equal to at 80} gym, this dimension being obtainable by drilling holes by laser.

Le nombre de trous de chaque rangée sera déterminé pour assurer une répartition de carburant injecté correspondant au mieux à la répartition des l'air dans le bol et au dessus du piston, en fonction de la section efficace débitante des trous et de la fraction de volume d'air disponible au dessus du piston, selon la formule suivante: n,.Cd,.S, 1-K% n2 Ç Cd2. S2 K% avec: n1: nombre de trous de la première rangée de trous 12.  The number of holes in each row will be determined to ensure an injected fuel distribution that best matches the air distribution in the bowl and above the piston, depending on the flow-through section of the holes and the volume fraction. air available above the piston, according to the formula: n, .Cd, .S, 1-K% n2 Cd2. S2 K% with: n1: number of holes in the first row of holes 12.

Cd1:Coefficient de débit des trous de la première rangée.  Cd1: Coefficient of flow of the holes of the first row.

S1: 7t. D12/4, avec D1 diamètre des trous 12 de la première rangée.  S1: 7t. D12 / 4, with D1 diameter of the holes 12 of the first row.

n2: nombre de trous 13 de la seconde rangée de trous.  n2: number of holes 13 of the second row of holes.

Cd2:Coefficient de débit des trous de la seconde rangée.  Cd2: Coefficient of flow of the holes of the second row.

S2 = n. D22/4, avec D2: diamètre des trous 13 de la seconde rangée.  S2 = n. D22 / 4, with D2: diameter of the holes 13 of the second row.

K% = volume du bol / volume mort au PMH.  K% = bowl volume / dead volume at TDC.

Claims (1)

7 REVENDICATIONS7 CLAIMS 1. Moteur Diesel à injection directe et taux de compression variable, dans lequel la face supérieure (52) d'un piston (5) est creusée pour former un bol (51) définissant l'espace dans lequel un injecteur (1) injecte du carburant par des trous disposés selon un alignement circulaire et orientés par rapport à l'axe de l'injecteur selon un premier angle (AN1/2) déterminé pour que le carburant injecté soit dirigé vers l'intérieur du bol, et la variation du taux de compression est obtenue en modifiant la distance (dpc) entre le piston et la culasse (2) au point mort haut, caractérisé en ce que l'injecteur (1) comporte au moins un deuxième alignement circulaire de trous (13) orientés par rapport à l'axe de l'injecteur selon un deuxième angle (AN2/2) supérieur au premier angle et déterminé pour que le carburant injecté par les trous du deuxième alignement soit dirigé vers l'espace situé au-dessus du piston (5) lorsque le piston est au point mort haut et que la distance entre piston et culasse est supérieure à une distance minimale prédéterminée.  A direct injection diesel engine with variable compression ratio, in which the upper face (52) of a piston (5) is hollowed out to form a bowl (51) defining the space in which an injector (1) injects fuel through holes arranged in a circular alignment and oriented relative to the axis of the injector at a first angle (AN1 / 2) determined so that the injected fuel is directed towards the inside of the bowl, and the variation of the rate compression is obtained by changing the distance (dpc) between the piston and the cylinder head (2) at the top dead center, characterized in that the injector (1) comprises at least a second circular alignment of holes (13) oriented relative to the axis of the injector at a second angle (AN2 / 2) greater than the first angle and determined so that the fuel injected through the holes of the second alignment is directed towards the space above the piston (5) when the piston is at the top dead center and the distance e between piston and cylinder head is greater than a predetermined minimum distance. 2. Moteur selon la revendication 1, caractérisé en ce que le diamètre des trous (13) du deuxième alignement circulaire est plus petit que celui des trous (12) du premier alignement.  2. Motor according to claim 1, characterized in that the diameter of the holes (13) of the second circular alignment is smaller than that of the holes (12) of the first alignment. 3. Moteur selon la revendication 2, caractérisé en ce que le diamètre des trous (13) du deuxième alignement circulaire est d'un dixième de millimètre ou moins.  3. Motor according to claim 2, characterized in that the diameter of the holes (13) of the second circular alignment is one tenth of a millimeter or less. 4. Moteur selon la revendication 1, caractérisé en ce que le diamètre des trous (13) du deuxième alignement circulaire est inférieur ou égal à 80 pm.  4. Motor according to claim 1, characterized in that the diameter of the holes (13) of the second circular alignment is less than or equal to 80 pm. 5. Moteur selon la revendication 1, caractérisé en ce que le deuxième angle (AN2/2) est compris entre 80 et 90 .  5. Motor according to claim 1, characterized in that the second angle (AN2 / 2) is between 80 and 90. 6. Injecteur (1), pour le moteur défini dans l'une des revendications 1 à 5, comportant des trous (12) disposés selon un premier alignement circulaire et orientés par rapport à l'axe de l'injecteur selon un premier angle (AN1/2) prédéterminé, caractérisé en ce qu'il comporte au moins un deuxième alignement circulaire de trous (13) orientés par rapport à l'axe de l'injecteur selon un deuxième angle (AN2/2) supérieur au premier angle.  Injector (1), for the motor defined in one of claims 1 to 5, having holes (12) arranged in a first circular alignment and oriented relative to the axis of the injector at a first angle ( AN1 / 2), characterized in that it comprises at least a second circular alignment of holes (13) oriented relative to the axis of the injector at a second angle (AN2 / 2) greater than the first angle. 7. Injecteur selon la revendication 6, caractérisé en ce que le deuxième angle (AN2/2) est compris entre 80 et 90 .  7. Injector according to claim 6, characterized in that the second angle (AN2 / 2) is between 80 and 90. 8. Injecteur selon la revendication 6, caractérisé en ce que le diamètre des trous (13) du deuxième alignement circulaire est plus petit que celui des trous (12) du premier alignement.  8. Injector according to claim 6, characterized in that the diameter of the holes (13) of the second circular alignment is smaller than that of the holes (12) of the first alignment. 9. Injecteur selon la revendication 8, caractérisé en ce que le diamètre des trous (13) du deuxième alignement circulaire est d'un dixième de millimètre ou moins.  9. Injector according to claim 8, characterized in that the diameter of the holes (13) of the second circular alignment is one tenth of a millimeter or less. 10. Injecteur selon la revendication 6, caractérisé en ce que le nombre de trous de chaque alignement de trous de l'injecteur est déterminé selon la formule suivante: n1.Cd1.S1 1 K%" n2 Cd2.S2 K% avec: n1: nombre de trous de la première rangée de trous 12.  10. Injector according to claim 6, characterized in that the number of holes of each hole alignment of the injector is determined according to the following formula: n1.Cd1.S1 1 K% "n2 Cd2.S2 K% with: n1 : number of holes in the first row of holes 12. Cd1:Coefficient de débit des trous de la première rangée.  Cd1: Coefficient of flow of the holes of the first row. S1: 7t. D12/4, avec D1 diamètre des trous 12 de la première rangée.  S1: 7t. D12 / 4, with D1 diameter of the holes 12 of the first row. n2: nombre de trous 13 de la seconde rangée de trous.  n2: number of holes 13 of the second row of holes. Cd2:Coefficient de débit des trous de la seconde rangée.  Cd2: Coefficient of flow of the holes of the second row. S2 = 7T. D22/4, avec D2: diamètre des trous 13 de la seconde rangée.  S2 = 7T. D22 / 4, with D2: diameter of the holes 13 of the second row. K% = volume du bol / volume mort au PMH.  K% = bowl volume / dead volume at TDC.
FR0506485A 2005-06-27 2005-06-27 Variable compression ratio and direct injection diesel engine, has piston, and injector with holes, where holes are determined so that fuel is directed towards space when distance between piston and head is higher than preset distance Withdrawn FR2887586A1 (en)

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