JPS6043120A - Internal combustion engine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to internal combustion engines, particularly piston engines for automobiles.

The current technology of piston engines is classified into a group of devices by their thermodynamic cycle, and more particularly by the mode of ignition and fuel combustion.

In the so-called "internal combustion engines" and "controlled ignition engines", whether they are carburetor-based or injection-based, they are
A mixture of air and fuel is present at the start of combustion, and combustion is usually initiated by a spark produced between the commodes of the plug at a predetermined moment in a precisely determined engine cycle; Also this can be changed (pre-ignition).

In normal terminology, an engine in which the air-fuel mixture is first charged and ignited electrically is considered to be an engine that operates under constant-volume combustion. . If the engine is of the injection type, fuel is injected during the intake stroke of the cylinder. This injection takes place in the intake pipe of each cylinder, and sometimes in the cylinder during the intake stroke (particularly in aircraft engines).

In the first group of engines, named after the inventor Rudolf Diesel, the fuel used, consisting of heavy oil known as GASO, is so volatile that air and vaporized fuel are premixed. I haven't.

Fuel is injected into the cylinder near the end of the air compression stroke, and this air is at a high temperature due to the high compression ratio.
The fuel ignites, ie, burns as soon as it is introduced into the cylinder. If this phenomenon is perfectly regulated, combustion will continue while the piston is retracting during the expansion stroke and the pressure will remain constant during combustion.・This type is very theoretical. This is because the displacement of the piston towards dead center is close to the maximum stroke, so the retraction movement of the piston is rather slow in the first part of the expansion stroke. Often, ya\
Combustion that begins late (when early ignition is required) actually causes an increase in pressure due to combustion. Therefore, the actual cycle is shown in composite form, the theoretical scheme of which is initially constant volume and later constant pressure.

In order for the compressed air to ignite the injected fuel, the temperature of the air, that is, the volumetric compression ratio, must be very high. In high-speed diesel engines for automobiles, the compression ratio is approximately
Ko to Kohiro.

However, without complicated calculations, by analogy with the constant pressure combustion cycle of a gas turbine, it will be appreciated that the most effective compression ratio in terms of efficiency is approximately 744/6.

However, due to the difficulty of cold-weather starting (which is actually helped by the heat plug), such an optimal volumetric compression ratio may be compromised by a high compression ratio that allows the air temperature to rise due to compression. be replaced.

As far as controlled ignition (or combustion) engines are concerned, it is known that the volume compression ratio is limited by the spurious phenomenon of abnormal detonation (also referred to as "knocking j"). tend to cause destruction due to mechanical action.

In engines of this type, the volumetric compression ratio currently does not exceed 9.5.

Many parameters affect knocking, including pre-ignition, richness of the air/fuel mixture, altitude, pressure of the mixture as it enters the cylinder, and fuel composition. These parameters influence the physical and chemical composition of the mixture during ignition.

The chemical components of fuels are very important, and oil refining produces hydrocarbon mixtures by subjecting crude oil to special operations that change the chemical composition of some of the natural mixtures.

Finally, this hydrocarbon mixture is processed.

and a miscible anti-knock catalyst such as liquid lead or tetraethyl lead.

The anti-knock properties of fuels for internal combustion engines are determined by several variables, ie, by various octane numbers of the fuel.

The fact that supercharging in motor vehicle engines tends to become widespread does not in any way affect the general characteristics mentioned above.

Additionally, piston engines for aircraft are typically supercharged, a result of their heavy use during World War I and the power-to-weight ratio that led the oil refinery industry to engage in an "octane race." This is because of the pursuit of a high ratio of

The purpose of this invention is to combine a specially formulated liquid fuel with an internal combustion engine, so that the volumetric compression ratio, timing and ignition of the internal combustion engine can be adjusted to this fuel in order to obtain several favorable results and advantages. Adapted.

This fuel is characterized in that it consists of a volatile or distillate component and a less volatile component or distillate component.

The fuel commonly used in internal combustion engines and controlled electric ignition engines, commonly known as gasoline, has considerable volatility as referred to herein. This gasoline readily vaporizes at ambient temperature and is therefore suitable for forming, by natural evaporation, with air a mixture that can be ignited by an electrical or electrical spark. Ethyl or methyl alcohol, benzene and other components already used or proposed to enter the air by evaporation are generally volatile.

However, the GA obtained at the end of the fractionation of petroleum and supplied to diesel engines such as those working at least here at a high volumetric compression ratio and working with the self-ignition of the injected fuel as described above
SO engineer! The oils used under the name I are those of low volatility in the sense of this specification. Less volatile oils can also be made from other mineral sources or vegetable sources such as seed oils.

A mixed fuel consisting of a volatile distillate component or components and a fraction or component that does not readily volatilize is disclosed in the applicant's French Patent No. 7/20. It is obtained by direct fractionation of petroleum as described in the specification of Q-2J, and it contains light elements similar to ordinary gasoline obtained at the beginning of fractionation, and
It consists of similar elements to the GASO process obtained at the end of fractionation.

This fuel mixture consists of GAS oxL and motor gasoline, that is, regular gasoline that contains lead or is not yet leaded, or expensive gasoline, or gasoline that the car owner uses when filling his tank. It can also be obtained by mixing it with a gasoline mixture, which can easily be made using a pump at a station.

This mixture is made by equalizing the volumes.

Engines suitable for operation with this fuel mixture have cylinders supplied with clean air (which may or may not be precompressed) that is not contaminated with carbon compounds. It consists of a device that injects fuel into the cylinder at the end of the compression stroke. This device has a volumetric compression ratio of about 13 to 7/7 and is characterized in that the ignition of the injected air/fuel mixture takes place by means of a spark or gi-high heat release.

The feasibility of achieving ignition in a climate favorable to the use of conventional equipment in diesel engines is not excluded and, in fact, the possibility of achieving ignition in a climate favorable to the use of conventional equipment in diesel engines is not excluded, and indeed it is possible to Dew.

The various features of this institution will be shown below.

Fuel is injected into the free space of the combustion chamber during movement to top dead center during compression. This operation is adjusted accordingly by conventional equipment.

Fuel is thus injected into the already compressed air by the supercharger followed by a compression stroke or cylinder contraction.

This injection is obtained from a device consisting of a sparger and a conventional pump in a diesel engine of the same range of injection. Preferably, the injection is directed directly into the cylinder of the engine, but it is also possible to inject into the pre-chamber, especially if the dimensions make direct injection difficult.

While a part of the injected liquid is vaporizing along the trajectory of the droplets, a portion of the injected liquid is attached to the piston or cylinder head by appropriate protrusions or grooves provided in the piston or cylinder head, or by being attached to the cylinder head or plug. It is deflected by the attached parts. Thus, in the case of internal combustion engines and aircraft turbojet engines, the deflected distillate components fall slowly and are ignited by the electrodes of the plug or the conventional ignition element.

It is noted that this relatively high volumetric compression ratio cannot be applied to ordinary internal combustion engines due to the abnormal explosion phenomenon mentioned above.

However, this compression ratio is lower than that of a diesel engine and therefore more effective for efficiency.

A conventional spark plug and a conventional internal combustion engine ignition system are used for ignition.

The spark release may be prolonged to serve as a combustion lead. .

Thus, a first spark is emitted at the beginning of fuel injection, and a spark is emitted following the first spark during the entire injection stroke, ie during the entire compression stroke.

A turbojet (igniter similar to that used in the 4-seki) can supply a larger Nishiki Lugi. This ignitor also allows for the ignition of mobile hatamoto. This can be simplified if the accuracy of the adjustments during the process is not of paramount importance.

Spark emission can be performed before injection, especially for cold starts.

Due to the operating range consisting of, in order to increase the pressure rapidly,
It is also possible to delay the release of the spark relative to the injection.

When the engine is hot and the ambient air is at a normal temperature, the fuel can be spontaneously ignited while being injected into the dead space of the cylinder. In this case, operation is of the diesel type, and the electric spark plug serves only to regulate the start of combustion, if necessary.

This is the most common type of operation after a cold start of the engine.

In very cold climates, if the fuel cannot self-ignite, electric ignition is made more accurate.

The light component of the injected fuel allows spark ignition in cold operation (starting, cold environment) due to its rapid vaporization.

The heavy components of the fuel, such as GAS OIL, ensure that the jet stream penetrates the atmosphere of the combustion chamber and allows the heavy components to reach the available oxygen in the surrounding medium in turbulent conditions. The grooves in the piston and the projections combined with the general shape of the piston allow this combustion process to take place completely.

Comparisons such as those made possible by the inverse relationship between octane number and cetane number where the light component is the result of petroleum fractionation cut in place, such as with or without tetraethyl lead, or with alcohol. It cannot be excluded that lighter components have a higher octane number.

The physical delay in ignition is very small as the lighter components of the fuel tend to vaporize and can compensate for the increased chemical delay in ignition.

Compared to conventional internal combustion engines, the new combination offers the following advantages:

Compared to conventional engines where a, compression ratio, does not exceed 9,
Can operate at high compression ratios without thermal and mechanical degradation,
Therefore, it is possible to improve thermal efficiency (consumption rate with fi constant) and increase volumetric output (klAl/f).

b. Insufficient air-fuel mixture can be combusted, which further improves the consumption rate compared to actual driving (
Ru.

The C0 traditional throttle gas valve has been removed in Lerno, allowing it to operate at all speeds without any loss of air valve regulation (first).

d. The reduction in waste heat due to the high expansion ratio improves the performance of exhaust gas powered turbines. e. Less expensive fuels can be used with less emphasis on octane.

f. Compared with zero diesel engines, lead pollution in long-term use is eliminated, the combination of this invention provides the following results:

a. It can be operated at a significantly lower compression ratio than in conventional engines, thus improving performance.

b. Without the use of a prechamber, the application of direct injection becomes much easier, thus reducing heat losses.

C. The required power of the starter motor can be reduced. Generally speaking, as a result of this invention, cheaper fuels can be used, and even non-petroleum products made from domestic agricultural products can be used, for example.

These non-petroleum products can be mixed with ASO more easily than with gasoline.

The presence of an ignition spark and a high compression ratio are effective factors in the combustion of these products.

The invention also consists in improving the above-mentioned engine in order to improve the ignition of the combustion mixture.

As is well known, in order to start a diesel engine in a car, a spark plug is heated by an electrical resistor, which is connected to a power source for a sufficient period of time to start the engine, and is later turned off to avoid excessive consumption of electricity. , provided in the cylinder.

This type of member can be used in the engine that is the main part of this invention. In engines of this type operating at relatively low compression ratios, the resistors are permanently coupled by being made of a material such as nickel whose resistance increases with increasing hair temperature.

Thus, in hot conditions, the resistor consumes significantly less current than in cold conditions.

Spark plugs are designed so that their heated heads are isolated from the engine's cooling system. Its shape and location are designed to increase its average temperature, all of which combine to reduce heating current consumption.

The heated head of the spark plug
A fillet integrated or fixed in the plug can also protect it from cooling caused by the suction airflow.

The location of the spark plug in the cylinder is chosen to be closer to the hot outlet than the suction.

The position of the liquid fuel injector is chosen such that it emits fuel towards the spark plug 1, and the provision of deflection projections in the cylinder makes it possible to facilitate this operation.

If the injector emits fuel directly from the cylinder head, for example, the spark plug may take the form of a ring surrounding the injector. The ring can be made of, for example, a conductive ceramic refractory material, or a conventional alloy commonly used in turbo engines, or a sintered tungsten product.

The head of the discharge valve or the cylinder part which is separate from the discharge opening may also be arranged to form a heat source therein consisting of a ball or needle-like protrusion made of refractory material.

A spark plug according to the above can be coupled to the hot surface of the heat source in such a way that the hot surface of the heat source reaches a sufficient temperature and, after starting the engine, the heating current of the spark plug is switched off. .

Particularly in the case of high cetane fuels, the start of combustion involves some pre-oxidation of the fuel molecules by the oxygen in the air, which is pre-heated by compression in the cylinder.

When fuel is injected into the combustion chamber of a diesel engine, the lack of reaction to preoxidation and shock phenomena create dead time.

On the other hand, in internal combustion engines, air and fuel are in contact with each other for long periods of time at preoxidizing temperatures, which similarly causes abnormal explosions.

In order to improve the combustion in the engine according to the invention, it is advantageous if the fuel injection is divided so that the feed fuel to be directed to each cylinder is injected little by little during the compression stroke. In this manner, the fuel previously injected into the air during compression is oxidized, facilitating the initiation of combustion of the remaining fuel injected toward the end of the compression stroke. More specifically, this occurs from the moment the compressed air reaches a temperature range of -00 to SOO<0>C. Making an injector that includes one injection time and is operated by e.g. needle elevation or cam control under different pressures is not rotation. Instead of being injected into the combustion chamber of the cylinder, it may also be pre-injected into the intake pipe while the intake valve is open.

How the invention may be implemented will be better understood from the following description given by way of example and taken in conjunction with the accompanying drawings, in which: FIG.

1st. ．． In Figure 2, the symbol l represents the cylinder head λ
This is an engine cylinder having a suction valve 3, and a discharge valve DA.

In the immediate vicinity of the discharge valve, that is, in the high temperature part of the combustion chamber,
There is a spark plug S. The head 6 of this spark plug S, which can be seen inside the combustion chamber, consists of a small rod made of tungsten or a refractory ceramic material and surrounded by a resistor winding 7 of nickel wire. . The wire-wound resistor 7 is connected to the storage battery by a circuit (not shown) comprising a switch that can be turned on and off. The short rod-shaped head is fixed to the metal body of the spark plug S by a suitable insulating material, such as a ceramic material. The fuel injection head g is the spark
It protrudes into the cylinder near the plug 5 and is oriented to direct a jet of fuel towards the head of the spark plug 5.

The drawing also shows a protrusion 9 provided on the head of the discharge valve.
It shows. This protrusion 9 is made of a refractory metal and is connected to the head of the discharge valve by a narrow collar that restricts the flow path of heat flow towards the base of the discharge valve. It is spherical. This protrusion D acts as a heat source and can disconnect the winding resistor 7 from the power supply after the engine has been operated for a certain period of time.

It is clear that the above actual km example was given only as an embodiment of the invention, and that this embodiment can be modified by substitution of equivalent technical measures.

In particular, the word "spark plug" used earlier is
It should not be construed as being an accessory placed at a point. That is, the term encompasses anything suitable for creating a thermal zone, and need not be placed at seven points, such as a linear one. This is especially true in the case of annularly symmetrical injectors, where the spark plug is a ring surrounding the injector.

[Brief explanation of the drawing]

Figure 1 is a schematic cross-sectional diagram along the axis of the cylinder of the engine;
FIG. 1 is a horizontal cross-sectional view of the engine cylinder taken along line n-w in FIG. 1, with the cooling jacket not shown. FIG. 3 is a partial cross-sectional view of the heated head of the spark plug. In the figure, 1 cylinder head, 2 cylinder head, 3:
Suction valve, discharge valve, varnish spark plug, A
Two heads, ri: winding resistance, two jet heads, 9: protrusion.

Claims (1)

[Claims] l In an internal combustion engine in which liquid fuel is injected into the cylinder near the end of the air compression stroke, the volume compression is 13 to 1
7, and the liquid fuel is composed of a volatile light component and a heavy component. The internal combustion engine according to claim 1, wherein the air-fuel mixture is ignited by electrical means. 3. The internal combustion engine according to claim 7, wherein the fuel is a mixture of gasoline for internal combustion engines and GAS OIL for diesel engines. An internal combustion engine according to claim 1, characterized in that the air-fuel mixture is ignited by one or successive electric sparks. 5. The internal combustion engine according to claim 1, wherein ignition is caused by high-heat discharge. 1. Internal combustion engine according to claim 1, designed for use in favorable climates, characterized in that the ignition is carried out by an electric device in a conventional diesel engine or a multi-component diesel engine. . 7. For ignition of the air-fuel mixture, a spark plug is provided which has a heating head and is connected to an electrical resistance which can heat the head when the internal combustion engine is started. 8. The internal combustion engine according to claim 7, further comprising a cylinder. 8. An internal combustion engine according to claim 7, wherein the electric paper resistor is made of a material such as nickel whose resistance value increases with increasing temperature. 8. The internal combustion engine according to claim 7, wherein the spark plug is located close to the discharge port or the discharge valve. 10. Internal combustion engine according to claim 7, characterized in that the fuel injector is directed to emit fuel towards the spark plug. // Claim 7, characterized in that the electrical resistance for heating surrounds the projecting injector in the form of a continuous layer or in the form of separate jets distributed annularly. internal combustion engine. The internal combustion engine according to claim 7, wherein the heat source is provided close to the discharge port. /3. 2. The internal combustion engine according to claim 1, wherein the heat source is formed by a spherical or needle-shaped protrusion made of a refractory metal. The internal combustion engine according to claim 1, wherein the distillate component of the fuel is injected at the beginning of the compression stroke, and the remaining components of the fuel are injected around the end of the compression stroke.