GB2328716A - I.c. engine intake system for stratified charge including EGR gases - Google Patents
I.c. engine intake system for stratified charge including EGR gases Download PDFInfo
- Publication number
- GB2328716A GB2328716A GB9718209A GB9718209A GB2328716A GB 2328716 A GB2328716 A GB 2328716A GB 9718209 A GB9718209 A GB 9718209A GB 9718209 A GB9718209 A GB 9718209A GB 2328716 A GB2328716 A GB 2328716A
- Authority
- GB
- United Kingdom
- Prior art keywords
- intake
- engine
- combustion chamber
- charge
- cylinder
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 239000007789 gas Substances 0.000 title claims abstract description 38
- 238000002485 combustion reaction Methods 0.000 claims abstract description 69
- 238000013517 stratification Methods 0.000 claims abstract description 12
- 239000002283 diesel fuel Substances 0.000 claims abstract description 5
- 230000006835 compression Effects 0.000 claims description 7
- 238000007906 compression Methods 0.000 claims description 7
- 230000001105 regulatory effect Effects 0.000 claims description 4
- 239000012141 concentrate Substances 0.000 claims description 2
- 239000000446 fuel Substances 0.000 description 11
- 238000004519 manufacturing process Methods 0.000 description 7
- 238000007865 diluting Methods 0.000 description 3
- 230000006698 induction Effects 0.000 description 3
- 230000002269 spontaneous effect Effects 0.000 description 3
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000010304 firing Methods 0.000 description 1
- 239000011261 inert gas Substances 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
- 230000008685 targeting Effects 0.000 description 1
- 230000036962 time dependent Effects 0.000 description 1
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
- F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
- F02B31/042—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors induction channel having a helical shape around the intake valve 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
- F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/48—Tumble motion in gas movement in cylinder
-
- 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)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
The intake system creates stratification in the intake charge as the charge is being drawn into the combustion chamber. Exhaust gases are recirculated from the engine exhaust system to the intake system in such manner that the EGR gases form part of the stratified intake charge and are drawn into the combustion chamber to dwell in the vicinity of a localised region in the combustion chamber where combustion is initiated, which may be a region surrounding a spark plug or a region surrounding a diesel fuel injector. Each cylinder may have a central spark plug 102, two intake valves and one exhaust valve. One intake port is a helical swirl port connected to an intake passage 104 while the other is supplied by a passage 106 containing a butterfly throttle 108. The EGR inlet pipe 110 opens into the passage 106 downstream of valve 108 which is closed under part-load conditions. The intake system provides a sufficient flow of EGR gases to suppress NOx.
Description
Internal Combustion Engine
Field of the invention
The present invention relates to an internal combustion engine with exhaust gas recirculation (EGR).
Background of the invention
When a spark ignition engine supplied with a homogeneous charge is operated under medium and high load conditions, a large flow of EGR gases is required for suppressing the production of NOX during the combustion process. However, it is difficult to achieve the desired EGR flow under such conditions because the main throttle of the engine will be open to a large extent and the pressure in the intake manifold will be approaching atmospheric pressure, with the consequence that there will be insufficient suction in the intake manifold to draw the EGR gases into the engine.
When a spark ignition engine supplied with a stratified charge is operated under low and medium load conditions, a large EGR flow is once again required because the EGR gases in this case contain a large proportion of surplus air diluting the inert gases responsible for suppressing the production of NOx. Moreover, because the engine is operated with the intake system substantially unthrottled, the suction in the intake manifold will be very small making it even more difficult to achieve the desired EGR flow unless the physical size of the EGR system is significantly increased above that of a conventional EGR system used in a homogeneous charge spark ignition engine.
In a compression ignition engine, the production of NOX is high and a large EGR flow is required to suppress it.
Apart from the above problem related to the ability of supplying the desired EGR flow, an added disadvantage is that the large volume of EGR gases in the combustion chamber would displace a significant proportion of the air charge in the cylinder and result in reduction in the power output and increase in the smoke level.
Object of the invention
The present invention therefore seeks to provide a sufficient flow of EGR gases to the engine to suppress the production of NOX without incurring the above disadvantages.
Summary of the invention
According to the present invention, there is provide an internal combustion engine having an intake system designed to create stratification in the intake charge as the charge is being drawn into the combustion chamber, wherein means are provided for introducing recirculated exhaust gases into the intake system such that the gases form part of the stratified intake charge and are drawn into the combustion chamber to dwell in the vicinity of a localised region in the combustion chamber where combustion is initiated.
In a spark ignition engine, the localised region in the combustion chamber where combustion is initiated is the region surrounding a spark plug.
In a compression ignition engine, the localised region in the combustion chamber where combustion is initiated is the region surrounding a diesel fuel injector.
The invention is predicated upon the fact that during combustion NOX production is the highest in the localised region in the combustion chamber where combustion is initiated. During the combustion process, the gas temperature in this region is the highest and the time in which these gases remains at a high temperature is the longest. As the formation of NOx is temperature and time dependent, this region is responsible for most of the NOX produced during the combustion cycle of the engine. By targeting the EGR gases at this localised region in the combustion chamber, the invention seeks to maximise the effect of the EGR gases in suppressing the production of NOX without unnecessarily diluting the remoter region of the combustion chamber with EGR gases where the combustion gases are exposed to lower temperatures and shorter times for NOX to be produced in any significant amount.
In a spark ignition engine, if the fuel charge in the vicinity of the spark plug is highly reactive and the EGR gases localised in this region is hot, the fuel charge may be heated and compressed during the engine compression stroke to a higher temperature than the rest of the charge in the cylinder and may undergo spontaneous bulk combustion within part of its volume triggered by the firing of a spark which generates a pressure wave and further increases the temperature.
Spontaneous bulk combustion, once it is triggered, would consume the volume of the charge rapidly through many ignition sites which is different from normal flame propagation spreading across the volume from a single ignition point, with the result that the charge temperature within the volume is uniformly lower in comparison and therefore less NOX is produced at the centre.
Because the EGR gases are used more efficiently in either suppressing the production of NOX near the centre of combustion or encouraging spontaneous combustion in a region of the fuel charge before the charge starts to produce high NOx, the total EGR flow that is required to be drawn into the combustion chamber is significantly reduced and consequently the problem of supplying sufficient flow of EGR gases to the engine is corresponding reduced.
In a preferred embodiment of the invention, the engine has two or more intake passages supplying combustion air to each engine cylinder and a flow control valve regulating the air flow along one of the passages to each engine cylinder, throttling of the air flow along the passage by the flow control valve during part load operation of the engine resulting in stratification of the intake charge in the combustion chamber of the cylinder with the gases flowing along the throttled passage remaining in the vicinity of a localised region in the combustion chamber where combustion is initiated, and the EGR gases are introduced into the intake passage throttled by the flow control valve to join with the stratified intake gas flow that remains in the vicinity of a localised region in the combustion chamber where combustion is be initiated.
The engine may have two or more intake ports per cylinder supplying separate respective intake valves, one of the intake ports being deactivated during part load operation by the flow control valve so that the other intake port would create a high swirl and radial charge stratification within the cylinder.
Alternatively, the engine may have two or more intake ports per cylinder supplying a common intake valve, one of the intake ports being deactivated by the flow control valve during part load operation so that the other intake port would create a high swirl within the cylinder.
In a further embodiment of the invention, the engine may have more than one intake valve per cylinder supplied by a common intake port, one side of the flow cross-section of the intake port passage being throttled by the flow control valve during part load operation to concentrate the air flow along the other side of the intake passage and thereby promote swirl and radial stratification within the cylinder.
In a still further embodiment of the invention, the air flow to one or more intake valves may be supplied by three transversely spaced passages, the outer two passages being unthrottled and the central passage being throttled by the flow control valve, the air flows from all three passages being directed to flow into the combustion chamber parallel to a diameter of the cylinder bore to promote tumble charge motion within the cylinder in a diametral plane of the combustion chamber thereby forming a sandwiched charge stratification.
Any of the above embodiments of the invention may be applied to a variety of engine types. For example, fuel may be distributed homogeneously in the intake charge of a spark ignition engine with the fuel injected into the intake manifold of the engine to mix thoroughly with intake air charge.
Alternatively the fuel may be stratified in a spark ignition engine by injecting it directly into the combustion chamber of each engine cylinder to form a localised ignitable mixture surrounding the spark plug at the instant of spark.
As a further alternative, the engine may be a direct injection compression ignition engine where diesel fuel is injected into a compressed air charge in the combustion chamber and is ignited as the fuel discharges from the fuel injector.
In all these cases, the EGR gases are concentrated in the region where the fuel and air mixture is ignited, thereby reducing NOX selectively, without unnecessary diluting the remoter region of the combustion chamber with
EGR gases.
In practice, for a given rate of NOX emission, the overall flow of EGR gases may be reduced by half in the present invention compared with a conventional EGR system where the EGR gases are uniformly distributed throughout the entire combustion chamber.
The presence of a flow control valve in an intake passage will create a suction in the intake passage with each induction stroke of the engine to draw the EGR gases from the engine exhaust system. This ensures that the desired flow of EGR gases can be drawn under all engine operating conditions including stratified charge spark ignition operation and direct injection compression ignition operation where the intake air supply to the engine is substantially unthrottled.
Brief description of the drawing
The invention will now be described further, by way of example, with reference to the single accompanying drawing which shows a schematic view of an engine with an EGR system.
Detailed description of the drawing
The single figure shows the intake and exhaust systems of one of the cylinders 100 of a spark ignition engine. The cylinder 100 has a central spark plug 102, two intake valves on the left and one exhaust valve on the right, as viewed in the drawing. The intake port of the lower intake valve, as viewed, is a helical swirl port connected to an intake passage 104. The intake port of the upper intake valve is supplied with air from a passage 106 that contains a butterfly throttle 108 acting as a flow control valve. Both the intake passages 104, 106 are connected to the intake air supply of the engine. The exhaust port 116 is connected to the engine exhaust system from which exhaust gases are recirculated to the intake system by way of an EGR outlet pipe 114, an EGR regulating valve 112 and an EGR inlet pipe 110.
The EGR pipe 110 opens into the passage 106 to feed EGR gases into the passage 106 downstream of the flow control valve 108. The vacuum created in the passage 106 during each induction stroke of the cylinder is applied by the pipe 110 through the EGR regulating valve 112 and the pipe 114 to draw a desired flow of EGR gases from the engine exhaust system according to the speed and load operating condition of the engine.
Under full load conditions, the flow control valve 108 is fully opened and the maximum air charge is drawn into the combustion chamber. In this case, no EGR is introduced into the passage 106 in order to achieve maximum power output from the engine.
Under part load conditions, the flow control valve 108 is closed as illustrated in the drawing. The air drawn through the passage 104 will swirl in the combustion chamber because of the design of the helical port and will be blown towards the outer periphery of the cylindrical combustion chamber 100. The other intake valve would be open but cannot draw air past the closed flow control valve 108. The resultant suction in the passage 108 during each induction stroke of the cylinder will draw EGR gases from the engine exhaust system and this EGR flow will dwell near the centre of the cylinder 100 surrounding the spark plug 102 where combustion will be initiated.
The invention is not exclusively applicable to the intake geometry shown in the drawing and can be applied to different intake geometries designed to promote either radial or lateral stratification (swirl or tumble) in the intake charge.
The invention is also not exclusively applicable to a spark ignition engine and can be applied to a compression ignition engine in which case the spark plug 102 in the drawing is replaced by a diesel fuel injector in the vicinity of which the fuel will be ignited as it discharges from the fuel injector.
Claims (9)
1. An internal combustion engine having an intake system designed to create stratification in the intake charge as the charge is being drawn into the combustion chamber, wherein means are provided for introducing recirculated exhaust gases into the intake system such that the gases form part of the stratified intake charge and are drawn into the combustion chamber to dwell in the vicinity of a localised region in the combustion chamber where combustion is initiated.
2. An internal combustion engine as claimed in claim 1, wherein the engine is a spark ignition engine and the localised region in the combustion chamber where combustion is initiated is the region surrounding a spark plug.
3. An internal combustion engine as claimed in claim 1, wherein the engine is a compression ignition engine and the localised region in the combustion chamber where combustion is initiated is the region surrounding a diesel fuel injector.
4. An internal combustion engine as claimed in any preceding claim, wherein the engine has two or more intake passages supplying combustion air to each engine cylinder and a flow control valve regulating the air flow along one of the passages to each engine cylinder, throttling of the air flow along the passage by the flow control valve during part load operation of the engine resulting in stratification of the intake charge in the combustion chamber of the cylinder with the gases flowing along the throttled passage remaining in the vicinity of a localised region in the combustion chamber where combustion is initiated, and wherein means are provided for introducing the EGR gases into the intake passage throttled by the flow control valve to join with the stratified intake gas flow that remains in the vicinity of a localised region in the combustion chamber where combustion is initiated.
5. An internal combustion engine as claimed in any preceding claim, wherein the engine has two or more intake ports per cylinder supplying separate respective intake valves, one of the intake ports being deactivated during part load operation by the flow control valve so that the other intake port creates a high swirl and radial charge stratification within the cylinder.
6. An internal combustion engine as claimed in any one of claims 1 to 4, wherein the engine has two or more intake ports per cylinder supplying a common intake valve, one of the intake ports being deactivated by the flow control valve during part load operation so that the other intake port creates a high swirl within the cylinder.
7. An internal combustion engine as claimed in any one of claims 1 to 4, wherein the engine has more than one intake valve per cylinder supplied by a common intake port, one side of the flow cross-section of the intake port passage being throttled by the flow control valve during part load operation to concentrate the air flow along the other side of the intake passage and thereby promote swirl and radial stratification within the cylinder.
8. An internal combustion engine as claimed in any one of claims 1 to 4, wherein the air flow to one or more intake valves is supplied by three transversely spaced passages, the outer two passages being unthrottled and the central passage being throttled by the flow control valve, the air flows from all three passages being directed to flow into the combustion chamber parallel to a diameter of the cylinder bore thereby forming a sandwiched charge stratification.
9. An internal combustion engine constructed, arranged and adapted to operate substantially as hereinbefore described with reference to and as illustrated in the accompanying drawing.
Priority Applications (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9718209A GB2328716A (en) | 1997-08-29 | 1997-08-29 | I.c. engine intake system for stratified charge including EGR gases |
| US09/463,084 US6227151B1 (en) | 1997-08-01 | 1998-02-11 | Gasoline internal combustion engine |
| EP98907074A EP1000231B1 (en) | 1997-08-01 | 1998-02-26 | Gasoline internal combustion engine |
| DE69805076T DE69805076T2 (en) | 1997-08-01 | 1998-02-26 | GASOLINE internal combustion engine |
| JP2000505413A JP2001512208A (en) | 1997-08-01 | 1998-02-26 | Gasoline internal combustion engine |
| PCT/GB1998/000614 WO1999006683A1 (en) | 1997-08-01 | 1998-02-26 | Gasoline internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9718209A GB2328716A (en) | 1997-08-29 | 1997-08-29 | I.c. engine intake system for stratified charge including EGR gases |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB9718209D0 GB9718209D0 (en) | 1997-11-05 |
| GB2328716A true GB2328716A (en) | 1999-03-03 |
Family
ID=10818141
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9718209A Withdrawn GB2328716A (en) | 1997-08-01 | 1997-08-29 | I.c. engine intake system for stratified charge including EGR gases |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2328716A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2367860A (en) * | 2000-09-29 | 2002-04-17 | Daimler Chrysler Ag | Method of operating a diesel i.c. engine having intake air swirl control means |
| FR2887585A1 (en) * | 2005-06-22 | 2006-12-29 | Renault Sas | Variable swirl movements generating device for cylinder head of e.g. spark ignition engine, has aerodynamic generating unit constituted of conduit disposed so as to be opened in cylinder in intake duct near valve seat |
| FR2887583A1 (en) * | 2005-06-27 | 2006-12-29 | Renault Sas | Internal combustion engine e.g. diesel engine, for motor vehicle, has inlet conduits with end inclined relative to junction plan between cylinder head and cylinder so that gas flows admitted by conduits remain parallel to head`s inner side |
| EP1749997A3 (en) * | 2005-08-05 | 2012-09-26 | Yamaha Hatsudoki Kabushiki Kaisha | Fuel injection type internal combustion engine |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4193382A (en) * | 1975-03-19 | 1980-03-18 | Kabushiki Kaisha Toyota Chuo Kenkyusho | Stratified charge type combustion process for internal combustion engine and internal combustion engine utilizing same |
| US4856473A (en) * | 1987-08-25 | 1989-08-15 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine with multiple intake valves and EGR arrangement |
| EP0594462A1 (en) * | 1992-10-23 | 1994-04-27 | Ricardo Consulting Engineers Limited | Spark ignited internal combustion engines |
| US5322043A (en) * | 1992-08-05 | 1994-06-21 | Shriner Robert D | Spiral spin charge or sheathing system |
| WO1996029512A1 (en) * | 1995-03-17 | 1996-09-26 | Ford Motor Company Limited | Intake system for an internal combustion engine |
-
1997
- 1997-08-29 GB GB9718209A patent/GB2328716A/en not_active Withdrawn
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4193382A (en) * | 1975-03-19 | 1980-03-18 | Kabushiki Kaisha Toyota Chuo Kenkyusho | Stratified charge type combustion process for internal combustion engine and internal combustion engine utilizing same |
| US4856473A (en) * | 1987-08-25 | 1989-08-15 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine with multiple intake valves and EGR arrangement |
| US5322043A (en) * | 1992-08-05 | 1994-06-21 | Shriner Robert D | Spiral spin charge or sheathing system |
| EP0594462A1 (en) * | 1992-10-23 | 1994-04-27 | Ricardo Consulting Engineers Limited | Spark ignited internal combustion engines |
| WO1996029512A1 (en) * | 1995-03-17 | 1996-09-26 | Ford Motor Company Limited | Intake system for an internal combustion engine |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2367860A (en) * | 2000-09-29 | 2002-04-17 | Daimler Chrysler Ag | Method of operating a diesel i.c. engine having intake air swirl control means |
| GB2367860B (en) * | 2000-09-29 | 2002-11-20 | Daimler Chrysler Ag | Method of operating a diesel internal combustion engine |
| US6651614B2 (en) | 2000-09-29 | 2003-11-25 | Daimler Chrysler Ag | Method of operating a diesel internal combustion engine |
| FR2887585A1 (en) * | 2005-06-22 | 2006-12-29 | Renault Sas | Variable swirl movements generating device for cylinder head of e.g. spark ignition engine, has aerodynamic generating unit constituted of conduit disposed so as to be opened in cylinder in intake duct near valve seat |
| FR2887583A1 (en) * | 2005-06-27 | 2006-12-29 | Renault Sas | Internal combustion engine e.g. diesel engine, for motor vehicle, has inlet conduits with end inclined relative to junction plan between cylinder head and cylinder so that gas flows admitted by conduits remain parallel to head`s inner side |
| EP1749997A3 (en) * | 2005-08-05 | 2012-09-26 | Yamaha Hatsudoki Kabushiki Kaisha | Fuel injection type internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| GB9718209D0 (en) | 1997-11-05 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |