FR3060059A1 - INTERNAL COMBUSTION ENGINE PISTON - Google Patents
INTERNAL COMBUSTION ENGINE PISTON Download PDFInfo
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- FR3060059A1 FR3060059A1 FR1662332A FR1662332A FR3060059A1 FR 3060059 A1 FR3060059 A1 FR 3060059A1 FR 1662332 A FR1662332 A FR 1662332A FR 1662332 A FR1662332 A FR 1662332A FR 3060059 A1 FR3060059 A1 FR 3060059A1
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- bowl
- piston
- chamfer
- internal combustion
- combustion engine
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 26
- 239000000446 fuel Substances 0.000 claims abstract description 14
- 230000008901 benefit Effects 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 230000003993 interaction Effects 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- 239000002245 particle Substances 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000000930 thermomechanical effect Effects 0.000 description 2
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000000593 degrading effect Effects 0.000 description 1
- 230000003631 expected effect Effects 0.000 description 1
- 238000007373 indentation Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000004321 preservation Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- 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
- F02B23/0618—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 having in-cylinder means to influence the charge motion
- F02B23/0621—Squish flow
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- 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
- F02B23/0648—Means or methods to improve the spray dispersion, evaporation or ignition
- F02B23/0651—Means or methods to improve the spray dispersion, evaporation or ignition the fuel spray impinging on reflecting surfaces or being specially guided throughout the combustion space
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- 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
- F02B23/0678—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets
- F02B23/0693—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets the combustion space consisting of step-wise widened multiple zones of different depth
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- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Dispersion Chemistry (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Pistons, Piston Rings, And Cylinders (AREA)
Abstract
Le piston comprend une cavité centrale dite bol (2) destinée à une combustion de carburant, une lèvre (3) située au niveau d'une périphérie supérieure du bol, et une surface annulaire supérieure (4) comprise entre la lèvre et un bord externe de piston (42), la surface annulaire supérieure comportant un chanfrein (40) et une partie plane supérieure (41), et le chanfrein étant incliné vers l'intérieur du bol et se prolongeant entre la partie plane supérieure et la lèvre (3). Conformément à l'invention, le chanfrein est incliné avec un angle de pente (α) compris entre 11 ° et 15°.The piston comprises a central cavity called bowl (2) for fuel combustion, a lip (3) located at an upper periphery of the bowl, and an upper annular surface (4) between the lip and an outer edge piston (42), the upper annular surface having a chamfer (40) and an upper planar portion (41), and the chamfer being inclined inwardly of the bowl and extending between the upper planar portion and the lip (3) . According to the invention, the chamfer is inclined with a slope angle (α) of between 11 ° and 15 °.
Description
Titulaire(s) : PEUGEOT CITROEN AUTOMOBILES SA Société anonyme.Holder (s): PEUGEOT CITROEN AUTOMOBILES SA Société anonyme.
Demande(s) d’extensionExtension request (s)
Mandataire(s) : PEUGEOT CITROEN AUTOMOBILES SA Société anonyme.Agent (s): PEUGEOT CITROEN AUTOMOBILES SA Public limited company.
154/ PISTON DE MOTEUR A COMBUSTION INTERNE.154 / PISTON OF INTERNAL COMBUSTION ENGINE.
FR 3 060 059 - A1FR 3 060 059 - A1
Le piston comprend une cavité centrale dite bol (2) destinée à une combustion de carburant, une lèvre (3) située au niveau d'une périphérie supérieure du bol, et une surface annulaire supérieure (4) comprise entre la lèvre et un bord externe de piston (42), la surface annulaire supérieure comportant un chanfrein (40) et une partie plane supérieure (41 ), et le chanfrein étant incliné vers l'intérieur du bol et se prolongeant entre la partie plane supérieure et la lèvre (3). Conformément à l'invention, le chanfrein est incliné avec un angle de pente (a) compris entre 11 0 et 15°.The piston comprises a central cavity called bowl (2) intended for combustion of fuel, a lip (3) located at an upper periphery of the bowl, and an upper annular surface (4) between the lip and an outer edge. piston (42), the upper annular surface comprising a chamfer (40) and an upper planar part (41), and the chamfer being inclined towards the inside of the bowl and extending between the upper planar part and the lip (3) . According to the invention, the chamfer is inclined with a slope angle (a) between 11 0 and 15 °.
PISTON DE MOTEUR A COMBUSTION INTERNE [001] L’invention concerne de manière générale le domaine de l’automobile. Plus particulièrement, l’invention concerne un piston de moteur à combustion interne, notamment de type Diesel. L’invention concerne aussi un moteur à combustion interne I et un véhicule automobile équipé d'un tel moteur.PISTON OF INTERNAL COMBUSTION ENGINE [001] The invention relates generally to the automotive field. More particularly, the invention relates to an internal combustion engine piston, in particular of the Diesel type. The invention also relates to an internal combustion engine I and to a motor vehicle equipped with such an engine.
[002] Dans le contexte de la réduction des rejets polluants des véhicules automobiles, les normes européennes d'émission, dites normes « Euro >>, imposent de fortes baisses des limites acceptables pour ces rejets. Pour les oxydes d’azote NOx notamment, entre la norme « Euro 1 >> (en vigueur en 1993) et la norme « Euro 6 >> (en vigueur en 2014), une baisse des émissions d’environ 90% a été introduite sur les motorisations de type Diesel.In the context of the reduction of polluting emissions from motor vehicles, European emission standards, known as "Euro" standards, impose sharp drops in the acceptable limits for these releases. For nitrogen oxides NOx in particular, between the "Euro 1 >> standard (in force in 1993) and the" Euro 6 >> standard (in force in 2014), a reduction in emissions of around 90% was introduced on Diesel type engines.
[003] Pour réduire les rejets polluants des véhicules, les constructeurs automobiles se sont orientés vers une réduction de la cylindrée des moteurs à combustion interne dite « downsizing >> en anglais. Cette réduction de la cylindrée doit être compensée par une augmentation des performances spécifiques des moteurs à combustion interne.To reduce polluting emissions from vehicles, car manufacturers have turned to a reduction in the displacement of internal combustion engines known as "downsizing" in English. This reduction in displacement must be compensated by an increase in the specific performance of internal combustion engines.
[004] Par le brevet FR2947009B1 du présent demandeur, il est connu un piston pour une chambre de combustion d’un moteur Diesel qui autorise un accroissement des performances du moteur et une réduction des émissions de CO2. Ce piston comporte, de manière classique, une cavité en forme de bol et une lèvre qui relie le bol à une surface supérieure du piston dite « chasse >> ou « tête de piston >>. Le bol contient l'air pour brûler le carburant lorsque le piston est en position haute dans la chambre de combustion du moteur. Conformément au brevet FR2947009B1, la tête de piston comprend un chanfrein qui permet la création d’un volume de mélange air/carburant supplémentaire dans la zone de chasse, c'est-à-dire, dans l'espace situé entre la surface inférieure de la culasse du moteur et la surface supérieure du piston.By patent FR2947009B1 of the present applicant, it is known a piston for a combustion chamber of a diesel engine which allows an increase in engine performance and a reduction in CO 2 emissions. This piston comprises, in a conventional manner, a bowl-shaped cavity and a lip which connects the bowl to an upper surface of the piston known as "flush" or "piston head". The bowl contains the air to burn the fuel when the piston is in the high position in the combustion chamber of the engine. In accordance with patent FR2947009B1, the piston head comprises a chamfer which allows the creation of an additional volume of air / fuel mixture in the hunting zone, that is to say, in the space situated between the lower surface of the engine cylinder head and the upper surface of the piston.
[005] Pour un moteur Diesel, l’augmentation des performances impose une anticipation de l’alimentation en carburant du volume de la chambre de combustion située au-dessus du piston et une préservation de la qualité du mélange air/carburant dans ce volume. Cela ne peut être obtenu que par une injection plus précoce du carburant dans cette partie de la chambre de combustion.For a diesel engine, the increase in performance requires anticipation of the fuel supply to the volume of the combustion chamber located above the piston and preservation of the quality of the air / fuel mixture in this volume. This can only be achieved by earlier injection of fuel into this part of the combustion chamber.
[006] II apparaît aujourd’hui souhaitable d’optimiser la géométrie du piston de moteur Diesel proposé dans le brevet FR2947009B1 du présent demandeur de manière, à en tirer tous les avantages possibles en termes d’accroissement de la puissance du moteur et de réduction de sa consommation.It now appears desirable to optimize the geometry of the diesel engine piston proposed in patent FR2947009B1 of the present applicant so as to derive all the possible advantages in terms of increasing the power of the engine and reducing of its consumption.
[007] L’invention concerne un piston de moteur à combustion interne de type Diesel comprenant une cavité centrale, dite bol, destinée à une combustion de carburant, une lèvre située au niveau d’une périphérie supérieure du bol, et une surface annulaire supérieure comprise entre la lèvre et un bord externe de piston, la surface annulaire supérieure comportant un chanfrein et une partie plane supérieure, et le chanfrein étant incliné vers l’intérieur du bol et se prolongeant entre la partie plane supérieure et la lèvre. Conformément à l’invention, le chanfrein est incliné avec un angle de pente compris entre 11 ° et 15°.The invention relates to a piston of an internal combustion engine of the Diesel type comprising a central cavity, called a bowl, intended for fuel combustion, a lip located at an upper periphery of the bowl, and an upper annular surface. between the lip and an outer edge of the piston, the upper annular surface comprising a chamfer and an upper planar part, and the chamfer being inclined towards the inside of the bowl and extending between the upper planar part and the lip. According to the invention, the chamfer is inclined with a slope angle between 11 ° and 15 °.
[008] L’introduction du chanfrein dans la tête de piston permet d’éviter des problèmes de proximité entre les jets de carburant de l’injecteur et la culasse du moteur à combustion interne, en gardant une distance entre les jets et la culasse au-dessus d’une valeur critique pour des puissances élevées.The introduction of the chamfer into the piston head makes it possible to avoid problems of proximity between the fuel jets of the injector and the cylinder head of the internal combustion engine, by keeping a distance between the jets and the cylinder head at - above a critical value for high powers.
[009] L’invention favorise le mélange air-carburant au-dessus du piston quand celui-ci descend dans le cylindre du moteur, par une augmentation de la quantité de mouvement injectée dans cette zone ainsi que par une augmentation du volume qui y est disponible. Le bol étant plus petit, la dynamique du jet dans le bol permet de mieux exploiter l’air qu’il contient. L’invention permet ainsi une réduction de la consommation du moteur à combustion interne et une réduction de l’émission de CO2 pour des fortes charges du moteur, sans dégrader les performances de celui-ci pour les faibles charges.The invention promotes the air-fuel mixture above the piston when the latter descends into the engine cylinder, by an increase in the amount of movement injected into this zone as well as by an increase in the volume therein. available. The bowl being smaller, the dynamics of the jet in the bowl allows better use of the air it contains. The invention thus enables a reduction in the consumption of the internal combustion engine and a reduction in the emission of CO 2 for high engine loads, without degrading the performance of the latter for low loads.
[0010] En outre, l’invention présente l’avantage d’être de réalisation peu coûteuse et préserve une place importante dans la tête de piston pour y loger une galerie d’huile. Elle permet également de conserver des valeurs de taux de compression classiques, entre 15 et 18, pour les moteurs Diesel.In addition, the invention has the advantage of being inexpensive to produce and preserves an important place in the piston head for accommodating an oil gallery there. It also makes it possible to keep conventional compression ratio values, between 15 and 18, for diesel engines.
[0011] Selon une caractéristique particulière, le piston selon l’invention a un rapport hh/Ds, en pourcentage, qui est compris entre 25% et 30%,According to a particular characteristic, the piston according to the invention has a ratio hh / Ds, in percentage, which is between 25% and 30%,
H1 étant la hauteur du bol, etH1 being the height of the bowl, and
D3 étant le diamètre maximum du bol.D 3 being the maximum diameter of the bowl.
[0012] Selon une autre caractéristique particulière, le piston selon l’invention a un rapport (D2-D3)/D3, en pourcentage, qui est compris entre -7% et -2%,According to another particular characteristic, the piston according to the invention has a ratio (D 2 -D 3 ) / D 3 , in percentage, which is between -7% and -2%,
D2 étant le diamètre minimum du bol, etD 2 being the minimum diameter of the bowl, and
D3 étant le diamètre maximum du bol.D 3 being the maximum diameter of the bowl.
[0013] Selon encore une autre caractéristique particulière, le piston selon l’invention a un rapport (A-D^/A, en pourcentage, qui est voisin de 10%,According to yet another particular characteristic, the piston according to the invention has a ratio (A-D ^ / A, in percentage, which is close to 10%,
A étant le diamètre extérieur du piston, etA being the outside diameter of the piston, and
Dt étant le diamètre maximum du chanfrein.Dt being the maximum diameter of the chamfer.
[0014] Selon encore une autre caractéristique particulière, le piston selon l’invention a un rapport H/hh, en pourcentage, qui est voisin de 40%,According to yet another particular characteristic, the piston according to the invention has an H / hh ratio, in percentage, which is close to 40%,
H étant la distance entre un sommet du bol et le plan horizontal de la partie plane supérieure, etH being the distance between a top of the bowl and the horizontal plane of the upper plane part, and
H-) étant la hauteur du bol.H-) being the height of the bowl.
[0015] Selon d’autres aspects, l’invention concerne également un moteur à combustion interne, notamment de type Diesel, comprend au moins un piston comme décrit brièvement ci-dessus et un véhicule automobile équipé d’un tel moteur à combustion interne.According to other aspects, the invention also relates to an internal combustion engine, in particular of the Diesel type, comprises at least one piston as described briefly above and a motor vehicle equipped with such an internal combustion engine.
[0016] D’autres avantages et caractéristiques de la présente invention apparaîtront plus clairement à la lecture de la description détaillée ci-dessous d’une forme de réalisation particulière d’un piston de moteur à combustion interne Diesel selon l’invention, en référence aux dessins annexés, dans lesquels :Other advantages and characteristics of the present invention will appear more clearly on reading the detailed description below of a particular embodiment of a piston of a diesel internal combustion engine according to the invention, with reference to the accompanying drawings, in which:
la Fig. 1 est une vue simplifiée montrant la structure géométrie optimale et les cotes correspondantes d’un piston de moteur à combustion interne Diesel selon l’invention ; et la Fig.2 est une vue tronquée en perspective de la partie supérieure du piston de laFig. 1 is a simplified view showing the optimal geometry structure and the corresponding dimensions of a piston of a diesel internal combustion engine according to the invention; and Fig. 2 is a truncated perspective view of the upper part of the piston of the
Fig.1.Fig. 1.
[0017] En référence aux Figs.1 et 2, il est décrit ci-dessous la partie supérieure d'un piston 1 de moteur à combustion interne Diesel selon l’invention. Le piston 1 a un axe longitudinal X et comprend, de manière classique, une cavité ou bol 2 asymétrique. Le bol 2 a un profil curviligne 20 et une lèvre 3 qui est située à la périphérie supérieure du bol 2 et qui relie le bol 2 à la surface supérieure annulaire 4 du piston appelée « chasse >> ou « tête de piston >>. Cette surface supérieure annulaire 4 est comprise entre la lèvre 3 et un bord externe de piston 42. La surface supérieure annulaire 4 comporte une partie formant chanfrein 40 et une partie plane supérieure 41. Le chanfrein 40 est incliné, avec un angle de pente a, vers l’intérieur du bol 2 et se prolonge entre la partie plane supérieure 41 et la lèvre 3. Dans cette forme de réalisation, le plan horizontal de la partie plane supérieure 41 est perpendiculaire à l’axe longitudinal X du piston 1.With reference to Figs.1 and 2, the upper part of a piston 1 of a diesel internal combustion engine according to the invention is described below. The piston 1 has a longitudinal axis X and comprises, conventionally, an asymmetrical cavity or bowl 2. The bowl 2 has a curvilinear profile 20 and a lip 3 which is located at the upper periphery of the bowl 2 and which connects the bowl 2 to the annular upper surface 4 of the piston called "flush" or "piston head". This annular upper surface 4 is between the lip 3 and an external edge of piston 42. The annular upper surface 4 comprises a chamfer part 40 and an upper planar part 41. The chamfer 40 is inclined, with a slope angle a, towards the inside of the bowl 2 and extends between the upper flat part 41 and the lip 3. In this embodiment, the horizontal plane of the upper flat part 41 is perpendicular to the longitudinal axis X of the piston 1.
[0018] Les essais réalisés par l’entité inventive ont permis de définir une structure géométrie optimale, décrite ci-dessous, pour le piston 1 selon l’invention.The tests carried out by the inventive unit made it possible to define an optimal geometry structure, described below, for the piston 1 according to the invention.
[0019] En référence à la Fig.1, la structure géométrique du piston 1 est définie au moyen des cotes suivantes :Referring to Fig.1, the geometric structure of the piston 1 is defined by the following dimensions:
- a qui est l’angle de pente du chanfrein 40 par rapport à l’horizontale ;- a which is the angle of slope of the chamfer 40 relative to the horizontal;
- A qui est le diamètre extérieur du piston 1, correspondant sensiblement au diamètre d’alésage du cylindre du moteur ;- A which is the outside diameter of the piston 1, substantially corresponding to the bore diameter of the engine cylinder;
Dt qui est le diamètre maximum du chanfrein 40 ;Dt which is the maximum diameter of the chamfer 40;
D2 qui est le diamètre minimum du bol 2 ;D 2 which is the minimum diameter of the bowl 2;
- D3 qui est le diamètre maximum du bol 2 ;- D 3 which is the maximum diameter of the bowl 2;
- H qui est la distance entre un sommet de bol 21 et le plan horizontal de la partie plane supérieure 41 ; et- H which is the distance between a bowl top 21 and the horizontal plane of the upper planar part 41; and
- H! qui est la hauteur du bol 2.- H! which is the height of the bowl 2.
[0020] Le chanfrein 40 doit posséder un angle de pente a compris entre 11° et 15°.The chamfer 40 must have a slope angle between 11 ° and 15 °.
[0021] En dessous de la valeur minimum de a=11 °, l’effet du chanfrein 40 devient trop faible pour être déterminant.Below the minimum value of a = 11 °, the effect of the chamfer 40 becomes too weak to be decisive.
[0022] Au-dessus de la valeur maximum de a=15°, la zone de chanfrein est soit trop courte, soit de volume trop important, ce qui dans les deux cas annule les bénéfices en rendement de l’invention sur les fortes charges.Above the maximum value of a = 15 °, the chamfer zone is either too short, or of too large volume, which in both cases cancels the yield benefits of the invention on heavy loads .
[0023] Le rapport HL/D3 en pourcentage, de la hauteur de bol sur le diamètre de bol maximum, doit être compris entre 25% et 30%.The HL / D3 ratio in percentage, of the bowl height over the maximum bowl diameter, must be between 25% and 30%.
[0024] Pour des rapports HL/D3 plus faibles, le profil du bol 2 est aplati et le jet de carburant dans le bol 2 voit sa dynamique diminuer. De plus, le volume V compris entre le chanfrein 40 du piston et la culasse du moteur diminue. Les deux effets ci-dessus tendent à réduire le bénéfice en rendement recherché avec le chanfrein 40.For lower HL / D3 ratios, the profile of the bowl 2 is flattened and the jet of fuel in the bowl 2 sees its dynamics decrease. In addition, the volume V between the chamfer 40 of the piston and the cylinder head of the engine decreases. The two above effects tend to reduce the yield advantage sought with the chamfer 40.
[0025] Pour des rapports HL/D3 plus grands, le bol 2 devient trop étroit, ce qui augmente la probabilité d’interaction entre la tête et la queue de jet et conduit à une augmentation rapide des émissions de particules.For larger HL / D3 ratios, the bowl 2 becomes too narrow, which increases the probability of interaction between the jet head and the tail and leads to a rapid increase in particle emissions.
[0026] Le rapport (D2-D3)/D3 en pourcentage, entre la différence des diamètres de bol maximum et minimum et le diamètre maximum de bol, doit être compris entre -7% et -2%, ce rapport (D2-D3)/D3 étant appelé le « réentrant >> dans le domaine technique de l’invention.The ratio (D 2 -D 3 ) / D 3 in percentage, between the difference of the maximum and minimum bowl diameters and the maximum bowl diameter, must be between -7% and -2%, this ratio ( D 2 -D 3 ) / D 3 being called the "reentrant" in the technical field of the invention.
[0027] Des réentrants (D2-D3)/D3 plus grands en valeur absolue ne sont pas compatibles avec des contraintes thermomécaniques du matériau utilisé.Reentrants (D 2 -D 3 ) / D 3 larger in absolute value are not compatible with thermomechanical constraints of the material used.
[0028] Des réentrants (D2-D3)/D3 plus faibles en valeur absolue sont défavorables pour l’aérodynamique et conduisent à une augmentation des particules.Reentrants (D 2 -D 3 ) / D 3 lower in absolute value are unfavorable for aerodynamics and lead to an increase in particles.
[0029] Le rapport (A-D^/A en pourcentage, entre la différence du diamètre extérieur de piston et le diamètre maximum de chanfrein rapporté à la différence du diamètre extérieur de piston, doit être voisin de 10%.The ratio (A-D ^ / A in percentage, between the difference in the outside diameter of the piston and the maximum diameter of the chamfer relative to the difference in the outside diameter of the piston, must be close to 10%.
[0030] Pour les valeurs trop faibles du rapport (A-D^/A, il y a un risque de manque de tenue mécanique du piston 1 sur sa périphérie extérieure. Cependant, cette valeur doit être minimisée pour que le volume V de la zone chanfreinée soit suffisant et puisse jouer son rôle de manière efficace. Les effets attendus de l’invention reposent sur ce volume V introduit par le chanfrein 40. Plus le volume V est réduit, moins son effet sera important. Les essais réalisés par l’entité inventive ont montré qu’une valeur voisine 10% pour le rapport (A-D^/A en pourcentage est un bon compromis.For too low values of the ratio (AD ^ / A, there is a risk of lack of mechanical strength of the piston 1 on its outer periphery. However, this value must be minimized so that the volume V of the chamfered zone is sufficient and can play its role effectively. The expected effects of the invention are based on this volume V introduced by the chamfer 40. The more the volume V is reduced, the less its effect will be significant. have shown that a value close to 10% for the ratio (AD ^ / A in percentage is a good compromise.
[0031] On notera également que le piston 1 selon l’invention ne doit pas comporter d’empreintes de soupape, dites « embrèvements >>. En effet, ces embrèvements impactent le volume V de la zone chanfreinée et réduisent sensiblement l’effet de celle-ci. De plus, les embrèvements ne sont pas compatibles avec les contraintes thermomécaniques pour les puissances spécifiques élevées.It will also be noted that the piston 1 according to the invention must not have valve indentations, called "dimples". Indeed, these recesses impact the volume V of the chamfered zone and significantly reduce the effect of the latter. In addition, the dimples are not compatible with the thermomechanical constraints for high specific powers.
[0032] Le rapport H/Η! en pourcentage, de la distance entre le sommet de bol 21 et le plan horizontal de la partie plane supérieure 41 à la profondeur de bol, doit être voisin de 40%.The H / rapport ratio! as a percentage, the distance between the bowl top 21 and the horizontal plane of the upper flat part 41 at the bowl depth must be close to 40%.
[0033] En dessous de cette valeur voisine de 40% du rapport H/Ht, la colonne d’air située au-dessus du sommet de bol 21 reçoit peu de carburant et cela pénalise le rendement.Below this value close to 40% of the H / Ht ratio, the air column located above the bowl top 21 receives little fuel and this penalizes the yield.
[0034] Au-dessus de cette valeur voisine de 40% du rapport H/Ht, la probabilité d’interaction entre la tête du jet de carburant et la queue de celui-ci augmente. Une telle interaction a tendance à faire augmenter les émissions de particules.Above this value close to 40% of the H / Ht ratio, the probability of interaction between the head of the fuel jet and the tail thereof increases. Such interaction tends to increase particle emissions.
[0035] L’invention ne se limite pas à la forme de réalisation particulière qui a été décrite ici à titre d’exemple. L’homme du métier, selon les applications de l’invention, pourra y apporter différentes modifications et variantes qui entrent dans la portée des revendications ci-annexées.The invention is not limited to the particular embodiment which has been described here by way of example. Those skilled in the art, depending on the applications of the invention, may make various modifications and variants which fall within the scope of the appended claims.
Claims (7)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1662332A FR3060059B1 (en) | 2016-12-12 | 2016-12-12 | INTERNAL COMBUSTION ENGINE PISTON |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1662332A FR3060059B1 (en) | 2016-12-12 | 2016-12-12 | INTERNAL COMBUSTION ENGINE PISTON |
| FR1662332 | 2016-12-12 |
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| Publication Number | Publication Date |
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| FR3060059A1 true FR3060059A1 (en) | 2018-06-15 |
| FR3060059B1 FR3060059B1 (en) | 2019-08-09 |
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Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2947009A1 (en) * | 2009-06-23 | 2010-12-24 | Peugeot Citroen Automobiles Sa | Piston for combustion chamber of diesel combustion engine of vehicle i.e. motor vehicle, has castor i.e. plane, inclined in direction of bottom of bowl from external edge towards lip so as to create air mixture zone |
| DE102009025404A1 (en) * | 2009-06-16 | 2011-01-20 | Mtu Friedrichshafen Gmbh | Reciprocating piston for valve-controlled lifting cylinder diesel internal-combustion engine, has slope provided in transition from ring wall to piston head, where slope runs out against piston head and edge-laterally encloses ring wall |
| DE102012103212A1 (en) * | 2012-04-13 | 2013-10-17 | Mwm Gmbh | Piston of an internal combustion engine |
| EP2754874A1 (en) * | 2011-09-05 | 2014-07-16 | Isuzu Motors, Ltd. | Direct-injection engine combustion chamber structure |
| WO2015117834A1 (en) * | 2014-02-10 | 2015-08-13 | IFP Energies Nouvelles | Internal combustion engine with injection of two fuel jets at different flow rates, and fuel-injection method for such an engine |
| DE102015004357A1 (en) * | 2015-04-02 | 2016-10-06 | Caterpillar Motoren Gmbh & Co. Kg | Piston crown for internal combustion engines |
| WO2017137750A1 (en) * | 2016-02-12 | 2017-08-17 | Perkins Engines Company Limited | Piston bowl for an internal combustion engine |
-
2016
- 2016-12-12 FR FR1662332A patent/FR3060059B1/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102009025404A1 (en) * | 2009-06-16 | 2011-01-20 | Mtu Friedrichshafen Gmbh | Reciprocating piston for valve-controlled lifting cylinder diesel internal-combustion engine, has slope provided in transition from ring wall to piston head, where slope runs out against piston head and edge-laterally encloses ring wall |
| FR2947009A1 (en) * | 2009-06-23 | 2010-12-24 | Peugeot Citroen Automobiles Sa | Piston for combustion chamber of diesel combustion engine of vehicle i.e. motor vehicle, has castor i.e. plane, inclined in direction of bottom of bowl from external edge towards lip so as to create air mixture zone |
| EP2754874A1 (en) * | 2011-09-05 | 2014-07-16 | Isuzu Motors, Ltd. | Direct-injection engine combustion chamber structure |
| DE102012103212A1 (en) * | 2012-04-13 | 2013-10-17 | Mwm Gmbh | Piston of an internal combustion engine |
| WO2015117834A1 (en) * | 2014-02-10 | 2015-08-13 | IFP Energies Nouvelles | Internal combustion engine with injection of two fuel jets at different flow rates, and fuel-injection method for such an engine |
| DE102015004357A1 (en) * | 2015-04-02 | 2016-10-06 | Caterpillar Motoren Gmbh & Co. Kg | Piston crown for internal combustion engines |
| WO2017137750A1 (en) * | 2016-02-12 | 2017-08-17 | Perkins Engines Company Limited | Piston bowl for an internal combustion engine |
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| FR3060059B1 (en) | 2019-08-09 |
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