GB2066896A - Air-compression direct-injection internal combustion engine - Google Patents

Air-compression direct-injection internal combustion engine Download PDF

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Publication number
GB2066896A
GB2066896A GB8039453A GB8039453A GB2066896A GB 2066896 A GB2066896 A GB 2066896A GB 8039453 A GB8039453 A GB 8039453A GB 8039453 A GB8039453 A GB 8039453A GB 2066896 A GB2066896 A GB 2066896A
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GB
United Kingdom
Prior art keywords
air
fuel
combustion chamber
combustion
fuel injector
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.)
Granted
Application number
GB8039453A
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GB2066896B (en
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.)
MAN AG
Original Assignee
MAN Maschinenfabrik Augsburg Nuernberg AG
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
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Publication of GB2066896A publication Critical patent/GB2066896A/en
Application granted granted Critical
Publication of GB2066896B publication Critical patent/GB2066896B/en
Expired legal-status Critical Current

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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
    • 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
    • F02B23/0675—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 the combustion space being substantially spherical, hemispherical, ellipsoid or parabolic
    • 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
    • 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
    • F02B23/0636—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 the combustion space having a substantially flat and horizontal bottom
    • F02B23/0639—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 the combustion space having a substantially flat and horizontal bottom the combustion space having substantially the shape of a 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
    • F02B23/02—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
    • 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
    • F02B23/0696—W-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 wall
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/40—Squish effect
    • 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
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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

Abstract

A combustion chamber (11) shaped as a solid of revolution is arranged in the piston crown (7) or cylinder head (8) and fuel is injected in the form of a conical shell by an injector 10 having a poppet valve member (5), Figure 1 (not shown), so that the air in the combustion chamber (11) is divided into two substantially equal volumes (12, 13). Squish flow of the combustion air produces very good mixing of the air and fuel, thus improving combustion. <IMAGE>

Description

SPECIFICATION Air-compression direct-injection internal combustion engine This invention relates to an air-compression directinjection internal combustion engine comprising a combustion chamber in the shape of a solid of revolution arranged in the piston crown or cylinder head, and a fuel injector arranged in the cylinder head concentrically or substantially concentrically to said combustion chamber.
Many variants of such internal combustion engines have been known for many years. In order to make maximum use of the combustion air compressed in the cylinders and/or combustion chambers, fuel injectors are provided with a plurality of nozzle holes, usually between three and eight, by means of which the fuel is distributed substantially uniformly in the combustion chamber and, consequently, in the air for combustion. However, the number of nozzle holes is limited both for reasons of strength and for reasons of carbon deposits which tend to be the heavier the smaller the cross-sectional area of the nozzle holes.
With a view to further improving mixture formation, the air for combustion is frequently imparted a rotary motion which, as a rule, is produced by forming the suction port as a swirl port or by a masked valve.
This causes an increase in the gas-change work and there is a reduction in the amount of fresh air drawn into the cylinder. An added factor is that the increased velocity of the combustion gases results in a higher rate of heat transfer from the combustion gases to the components bounding the combustions chamber, and this leads to increased heat lossses and higher thermal stressing of the components.
Finally, the hole-type nozzles customarily used suffer from the drawback that very high throttling losses tend to occur during the opening and closing phases through the nozzle valve seat which cause a marked pressure drop in the fuel upstream of the discharge openings and, consequently, preparation of the fuel spray (for combustion) is substantially impaired. The consequences are poor cold starting and high emission levels of incomplete combustion products.
An object of the present invention is to provide an internal combustion engine in which fuel is sprayed into the air for combustion in such a uniform manner thatthesquish flow of the air for combustion alone suffices to produce a nearly complete uniform mixing with the air so that the air swirl referred to may be reduced to a minimum or even dispensed with completely.
The invention provides an air-compression directinjection internal combustion engine comprising a combustion chamber shaped as a solid of revolution and arranged in the piston crown or cylinder head, and a fuel injector arranged in the cylinder head, the fuel injector having a nozzle needle opening in a direction towards the combustion chamber and being provided with a conical valve surface cooperable with a valve seat of the fuel injector, the valve seat defining the fuel discharge opening and the clear area between the valve seat and the valve surface corresponding to the discharge area of the fuel spray at any time, so that fuel is sprayed into the combustion chamber as a conical shell in such a manner that it divides the air in the combustion chamber into two substantially equal volumes.
This arrangement ensures above all that the throttling losses occurring during the opening and closing phases of the injector upstream of the discharge area are avoided, that the fuel is sprayed into the combustion chamber at full pressure and is intensively mixed with the complete air charge by the squish turbulence produced as the combustion air enters the combustion chamber. As a result, substantially complete combustion and minimum emission of incomplete-combustion products are to be expected.
The engine in accordance with the invention will perform satisfactorily even if the longitudinal axis of the fuel injector is slanted up to 20 relative to the longitudinal axis of the combustion chamber, or if its discharge opening is located up to a maximum of 15% of the maximum combustion chamber diameter off centre relative to the combustion.
Embodiments of the invention will now be described with reference to the accompanying drawing, in which: Figure 1 is a longitudinal section through the lower part of a fuel injector for use in accordance with the invention, and Figures2to 7show in section part of engines in accordance with the invention having different combustion chambers.
In Figure 1, the outlet end of a nozzle body 1 has a valve seat 2 extending conically outwards. The nozzle body 1 is provided with a bore 3 for the supply of fuel, a nozzle needle 5 being slideable in the bore 3. The outer end of the nozzle needle 5 has a conically-flared valve surface 4. The means for supporting the nozzle needle 5 is located inside the injector and is not shown. Figure 1 shows the nozzle needle 5 in its open position where the fuel is emitted directly as a finely-atomized spray in the form of a conical shell 6.
In Figures 2 to 7, an internal combustion engine comprises a piston 7, a cylinder head 8, a cylinder 9, a fuel injector 10 and a combustion chamber 11. In the Figures, fuel is injected into each of the combustion chambers 11 as a conical shell 6, the shape of the combustion chamber and its position in the piston 7 being irrelevant. The important feature is that the air volume 12 above the conical shell 6 is substantially equal to the air volume 13 below it. The dashed line 14 serves only to indicate that the conical shell 6 terminates in the combustion chamber 11 roughly in one plane, it being by no means necessary for the fuel to reach the combustion chamber well. The fuel injector 10 has a longitudinal axis, and the combustion chamber has a longitudinal axis y.
1. An air-compression direct-injection internal
**WARNING** end of DESC field may overlap start of CLMS **.

Claims (4)

**WARNING** start of CLMS field may overlap end of DESC **. SPECIFICATION Air-compression direct-injection internal combustion engine This invention relates to an air-compression directinjection internal combustion engine comprising a combustion chamber in the shape of a solid of revolution arranged in the piston crown or cylinder head, and a fuel injector arranged in the cylinder head concentrically or substantially concentrically to said combustion chamber. Many variants of such internal combustion engines have been known for many years. In order to make maximum use of the combustion air compressed in the cylinders and/or combustion chambers, fuel injectors are provided with a plurality of nozzle holes, usually between three and eight, by means of which the fuel is distributed substantially uniformly in the combustion chamber and, consequently, in the air for combustion. However, the number of nozzle holes is limited both for reasons of strength and for reasons of carbon deposits which tend to be the heavier the smaller the cross-sectional area of the nozzle holes. With a view to further improving mixture formation, the air for combustion is frequently imparted a rotary motion which, as a rule, is produced by forming the suction port as a swirl port or by a masked valve. This causes an increase in the gas-change work and there is a reduction in the amount of fresh air drawn into the cylinder. An added factor is that the increased velocity of the combustion gases results in a higher rate of heat transfer from the combustion gases to the components bounding the combustions chamber, and this leads to increased heat lossses and higher thermal stressing of the components. Finally, the hole-type nozzles customarily used suffer from the drawback that very high throttling losses tend to occur during the opening and closing phases through the nozzle valve seat which cause a marked pressure drop in the fuel upstream of the discharge openings and, consequently, preparation of the fuel spray (for combustion) is substantially impaired. The consequences are poor cold starting and high emission levels of incomplete combustion products. An object of the present invention is to provide an internal combustion engine in which fuel is sprayed into the air for combustion in such a uniform manner thatthesquish flow of the air for combustion alone suffices to produce a nearly complete uniform mixing with the air so that the air swirl referred to may be reduced to a minimum or even dispensed with completely. The invention provides an air-compression directinjection internal combustion engine comprising a combustion chamber shaped as a solid of revolution and arranged in the piston crown or cylinder head, and a fuel injector arranged in the cylinder head, the fuel injector having a nozzle needle opening in a direction towards the combustion chamber and being provided with a conical valve surface cooperable with a valve seat of the fuel injector, the valve seat defining the fuel discharge opening and the clear area between the valve seat and the valve surface corresponding to the discharge area of the fuel spray at any time, so that fuel is sprayed into the combustion chamber as a conical shell in such a manner that it divides the air in the combustion chamber into two substantially equal volumes. This arrangement ensures above all that the throttling losses occurring during the opening and closing phases of the injector upstream of the discharge area are avoided, that the fuel is sprayed into the combustion chamber at full pressure and is intensively mixed with the complete air charge by the squish turbulence produced as the combustion air enters the combustion chamber. As a result, substantially complete combustion and minimum emission of incomplete-combustion products are to be expected. The engine in accordance with the invention will perform satisfactorily even if the longitudinal axis of the fuel injector is slanted up to 20 relative to the longitudinal axis of the combustion chamber, or if its discharge opening is located up to a maximum of 15% of the maximum combustion chamber diameter off centre relative to the combustion. Embodiments of the invention will now be described with reference to the accompanying drawing, in which: Figure 1 is a longitudinal section through the lower part of a fuel injector for use in accordance with the invention, and Figures2to 7show in section part of engines in accordance with the invention having different combustion chambers. In Figure 1, the outlet end of a nozzle body 1 has a valve seat 2 extending conically outwards. The nozzle body 1 is provided with a bore 3 for the supply of fuel, a nozzle needle 5 being slideable in the bore 3. The outer end of the nozzle needle 5 has a conically-flared valve surface 4. The means for supporting the nozzle needle 5 is located inside the injector and is not shown. Figure 1 shows the nozzle needle 5 in its open position where the fuel is emitted directly as a finely-atomized spray in the form of a conical shell 6. In Figures 2 to 7, an internal combustion engine comprises a piston 7, a cylinder head 8, a cylinder 9, a fuel injector 10 and a combustion chamber 11. In the Figures, fuel is injected into each of the combustion chambers 11 as a conical shell 6, the shape of the combustion chamber and its position in the piston 7 being irrelevant. The important feature is that the air volume 12 above the conical shell 6 is substantially equal to the air volume 13 below it. The dashed line 14 serves only to indicate that the conical shell 6 terminates in the combustion chamber 11 roughly in one plane, it being by no means necessary for the fuel to reach the combustion chamber well. The fuel injector 10 has a longitudinal axis, and the combustion chamber has a longitudinal axis y. CLAIMS
1. An air-compression direct-injection internal combustion engine comprising a combustion chamber shaped as a solid of revolution and arranged in the piston crown or cylinder head, and a fuel injector arranged in the cylinder head, the fuel injector having a nozzle needle opening in a direction towards the combustion chamber and being provided with a conical valve surface cooperable with a valve seat of the fuel injector, the valve seat defining the fuel discharge opening and the clear area between the valve seat and the valve surface corresponding to the discharge area of the fuel spray at any time, so that fuel is sprayed into the combustion chamber as a conical shell in such manner that it divides the air in the combustion chamber into two substantially equal volumes.
2. An air-compression direct-injection internal combustion engine as claimed in claim 1, wherein the longitudinal axis of the fuel injector is arranged parallel to, or at an angle not exceeding 20 to the longitudinal axis of the combustion chamber.
3. An air-compression direct-injection internal combustion engine as claimed in claim 1 or 2, wherein the fuel injector has a discharge opening which is spaced from the longitudinal axis of the combustion chamber by a distance of up to 15% of the maximum combustion chamber diameter.
4. An air-compression direct-injection internal combustion engine substantially as herein described with reference to any one of the embodiments as shown in the accompanying drawing.
GB8039453A 1979-12-10 1980-12-09 Air compression direct-injection internal combustion engine Expired GB2066896B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19792949596 DE2949596A1 (en) 1979-12-10 1979-12-10 AIR-COMPRESSING, DIRECT-INJECTING INTERNAL COMBUSTION ENGINE

Publications (2)

Publication Number Publication Date
GB2066896A true GB2066896A (en) 1981-07-15
GB2066896B GB2066896B (en) 1983-04-20

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ID=6088029

Family Applications (1)

Application Number Title Priority Date Filing Date
GB8039453A Expired GB2066896B (en) 1979-12-10 1980-12-09 Air compression direct-injection internal combustion engine

Country Status (8)

Country Link
JP (1) JPS56115816A (en)
DE (1) DE2949596A1 (en)
FR (1) FR2471491A1 (en)
GB (1) GB2066896B (en)
HU (1) HU182235B (en)
IT (1) IT1149868B (en)
SE (1) SE8008692L (en)
TR (1) TR21036A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0098619A2 (en) * 1982-07-09 1984-01-18 Kabushiki Kaisha Toyota Chuo Kenkyusho Direct injection internal combustion engine of the compression ignition type
EP0269093A2 (en) * 1986-11-25 1988-06-01 Isuzu Motors Limited Combustion chamber for internal combustion engines
EP0295520A2 (en) * 1987-06-08 1988-12-21 Toyota Jidosha Kabushiki Kaisha Combustion chamber in a direct injection type diesel engine
WO2004059144A1 (en) * 2002-12-26 2004-07-15 Akulinin, Alexander The working chamber of piston machine (variants)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT389566B (en) * 1983-08-03 1989-12-27 Avl Verbrennungskraft Messtech Diesel engine of relatively low power
DE4017391C2 (en) * 1990-05-30 1993-10-07 Man Nutzfahrzeuge Ag Injection cross-section-controlled injection nozzle for air-distributed fuel injection in an air-compressing internal combustion engine
DE4413556A1 (en) * 1994-04-19 1995-11-02 Man Nutzfahrzeuge Ag Combustion chamber shape for an air-compressing, direct-injection and self-igniting internal combustion engine with exhaust gas turbocharger

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE388143C (en) * 1922-05-27 1924-01-10 Knut Jonas Elias Hesselman Internal combustion engine with central fuel injection
GB400539A (en) * 1932-05-21 1933-10-26 Bosch Robert Improvements in or relating to fuel injection nozzles for internal combustion engines
AT159850B (en) * 1938-03-11 1940-11-25 Saurer Ag Adolph Method for operating a high-speed internal combustion engine.
US2614549A (en) * 1950-09-27 1952-10-21 American Locomotive Co Cylinder head
AT199421B (en) * 1957-07-12 1958-09-10 Max Grassmueck Screwable fishing reel holder
DE1108001B (en) * 1959-09-17 1961-05-31 Daimler Benz Ag Air-compressing internal combustion engine with fuel injection and self-ignition
US3954089A (en) * 1971-07-16 1976-05-04 Deere & Company Diesel engine
GB1540457A (en) * 1976-09-23 1979-02-14 Lister & Co Ltd R Piston for an internal combustion engine
FR2406722A1 (en) * 1977-10-18 1979-05-18 Berliet Automobiles DIRECT INJECTION DIESEL ENGINE WITH MECHANICALLY CONTROLLED INJECTOR

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0098619A2 (en) * 1982-07-09 1984-01-18 Kabushiki Kaisha Toyota Chuo Kenkyusho Direct injection internal combustion engine of the compression ignition type
EP0098619A3 (en) * 1982-07-09 1984-12-27 Kabushiki Kaisha Toyota Chuo Kenkyusho Direct injection internal combustion engine of the compression ignition type
EP0269093A2 (en) * 1986-11-25 1988-06-01 Isuzu Motors Limited Combustion chamber for internal combustion engines
EP0269093A3 (en) * 1986-11-25 1989-03-08 Isuzu Motors Limited Combustion chamber for internal combustion engines
EP0295520A2 (en) * 1987-06-08 1988-12-21 Toyota Jidosha Kabushiki Kaisha Combustion chamber in a direct injection type diesel engine
EP0295520B1 (en) * 1987-06-08 1992-08-26 Toyota Jidosha Kabushiki Kaisha Combustion chamber in a direct injection type diesel engine
WO2004059144A1 (en) * 2002-12-26 2004-07-15 Akulinin, Alexander The working chamber of piston machine (variants)

Also Published As

Publication number Publication date
DE2949596A1 (en) 1981-06-11
FR2471491A1 (en) 1981-06-19
SE8008692L (en) 1981-06-11
TR21036A (en) 1983-05-27
IT8026512A0 (en) 1980-12-09
HU182235B (en) 1983-12-28
JPS56115816A (en) 1981-09-11
GB2066896B (en) 1983-04-20
IT1149868B (en) 1986-12-10

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