KR20120049620A - Engine for vehicle - Google Patents

Engine for vehicle Download PDF

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KR20120049620A
KR20120049620A KR1020100110968A KR20100110968A KR20120049620A KR 20120049620 A KR20120049620 A KR 20120049620A KR 1020100110968 A KR1020100110968 A KR 1020100110968A KR 20100110968 A KR20100110968 A KR 20100110968A KR 20120049620 A KR20120049620 A KR 20120049620A
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South Korea
Prior art keywords
fuel
injector
combustion chamber
engine
vehicle engine
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KR1020100110968A
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Korean (ko)
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KR101231448B1 (en
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신범식
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현대자동차주식회사
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • 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
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

PURPOSE: An engine for a vehicle is provided to improve fuel efficiency by integrating the advantage of a gasoline engine with the advantage of a diesel engine. CONSTITUTION: An engine for a vehicle comprises first and second injectors(3,5), an EGR(Exhaust Gas Recirculation) device, and a controller(7). The first injector is formed in an intake port connected to a combustion chamber(1). The second injector is formed inside the combustion chamber and injects fuel which is different from fuel injected from the first injector. The EGR device re-sends a part of exhaust gas exhausted from the combustion chamber to the combustion chamber. The controller controls the first and second injectors and the EGR device.

Description

차량용 엔진{Engine for Vehicle}Engine for Vehicle

본 발명은 차량용 엔진에 관한 것으로서, 보다 상세하게는 종래의 가솔린 엔진의 장점과 디젤 엔진의 장점을 고루 수용한 새로운 개념의 차량용 엔진의 구성에 관한 기술이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle engine. More particularly, the present invention relates to a construction of a vehicle engine of a new concept that accommodates the advantages of a conventional gasoline engine and a diesel engine.

종래의 가솔린 엔진은 연료를 흡기포트에 분사하여 예혼합이 이루어진 상태의혼합기를 연소실에 흡입 및 압축시킨 상태에서 점화플러그에 의해 연소를 시키도록 되어 있으며, 배기 유해 가스의 저감을 위한 촉매정화장치의 효율을 극대화시키기 위해 주로 이론 공연비 근처로 연소가 제어되어, 엔진의 연소 효율은 낮은 편이지만, 상대적으로 간단한 경량의 장치로 구성이 가능한 장점이 있다.
In the conventional gasoline engine, the fuel is injected into the intake port to combust the premixed state in the combustion chamber by inhaling and compressing the mixture by means of a spark plug. In order to maximize the efficiency, the combustion is mainly controlled near the theoretical air-fuel ratio, so that the combustion efficiency of the engine is low, but it can be configured as a relatively simple lightweight device.

상기와 같은 가솔린 엔진은 압축비를 높이는 것이 열효율 향상에 있어서 가장 유리하지만, 압축비가 지나치게 높아지면 이상 연소 현상이 발생하여 그 제한이 있으며, 연소실의 혼합기는 점화플러그에 의해 점화되므로 희박 공연비 조건에서는 그 화염전파 속도가 늦어져서 노킹 발생의 염려가 커지는 단점이 있다.
In the gasoline engine as described above, the compression ratio is most advantageous in improving thermal efficiency. However, when the compression ratio is too high, abnormal combustion phenomenon occurs and there is a restriction. There is a disadvantage in that the propagation speed is slowed and the fear of knocking is increased.

이에 비하여, 디젤 엔진은 연소실에 연료를 직접 분사하여 압축 착화시키는 방식으로, 분사된 연료는 기화되면서 연소실 내의 다점에서 착화가 이루어져서, 화염 전파에 의해 연소가 이루어지는 상기 가솔린 엔진에 비해 연소기간이 짧아 노킹의 염려 없이 희박 연소가 가능하고, 흡기측에 공기의 유입에 장애가 되는 스로틀밸브가 없어서 펌핑손실이 적고 상대적으로 압축비가 높아서 열효율이 높고 연비가 좋은 장점이 있다.On the other hand, the diesel engine directly compresses and ignites the fuel by directly injecting fuel into the combustion chamber, and the injected fuel is ignited at various points in the combustion chamber while being vaporized, so that the combustion period is shorter than that of the gasoline engine which is burned by flame propagation. The lean combustion is possible without any concern, and there is no throttle valve which prevents the inflow of air on the intake side, so the pumping loss is low and the compression ratio is relatively high, thereby providing high thermal efficiency and good fuel economy.

그러나, 디젤 엔진은 입자상 물질 등과 같이 배출 가스의 유해성분이 많고, 희박 연소로 인해 배기가스 정화를 위해 산화촉매를 사용하기 어려워 배출가스 제어장치에 대한 비용이 높은 단점이 있다.However, diesel engines have many disadvantages such as particulate matter and harmful components of the exhaust gas, and due to lean combustion, it is difficult to use an oxidation catalyst for purification of the exhaust gas, which results in a high cost for the exhaust gas control device.

본 발명은 종래의 상기한 바와 같은 가솔린 엔진의 장점 및 단점과 디젤 엔진의 장점은 고루 취하고 단점은 보완하여, 차량의 연비를 향상시키고, 향상된 엔진의 성능에 비하여 엔진의 분사장치 및 배출가스 제어장치의 단가를 저감시킬 수 있도록 한 차량용 엔진을 제공함에 그 목적이 있다.The present invention takes the advantages and disadvantages of the gasoline engine as described above and the advantages of the diesel engine evenly and compensate for the disadvantages, to improve the fuel economy of the vehicle, compared to the improved engine performance of the engine injection device and exhaust gas control device It is an object of the present invention to provide an engine for a vehicle capable of reducing the unit cost of the vehicle.

상기한 바와 같은 목적을 달성하기 위한 본 발명 차량용 엔진은The vehicle engine of the present invention for achieving the above object is

연소실에 연통된 흡기포트에 구비된 제1인젝터와;A first injector provided in an intake port communicating with the combustion chamber;

상기 연소실 내에 구비되어 상기 제1인젝터와는 다른 종류의 연료를 분사하도록 된 제2인젝터와;A second injector provided in the combustion chamber and configured to inject a different type of fuel from the first injector;

상기 연소실에서 배출되는 배기가스 중의 일부를 다시 연소실로 유입시키는 EGR장치와;An EGR device for introducing a part of the exhaust gas discharged from the combustion chamber back into the combustion chamber;

상기 제1인젝터와 제2인젝터 및 상기 EGR장치를 제어하는 컨트롤러;A controller for controlling the first injector, the second injector, and the EGR device;

를 포함하여 구성된 것을 특징으로 한다.Characterized in that configured to include.

본 발명은 종래의 상기한 바와 같은 가솔린 엔진의 장점 및 단점과 디젤 엔진의 장점은 고루 취하고 단점은 보완하여, 차량의 연비를 향상시키고, 향상된 엔진의 성능에 비하여 엔진의 분사장치 및 배출가스 제어장치의 단가를 저감시킬 수 있도록 한 차량용 엔진을 제공함에 그 목적이 있다.The present invention takes the advantages and disadvantages of the gasoline engine as described above and the advantages of the diesel engine evenly and compensate for the disadvantages, to improve the fuel economy of the vehicle, compared to the improved engine performance of the engine injection device and exhaust gas control device It is an object of the present invention to provide an engine for a vehicle capable of reducing the unit cost of the vehicle.

도 1은 본 발명에 따른 차량용 엔진의 구성을 예시한 도면이다.1 is a diagram illustrating a configuration of a vehicle engine according to the present invention.

도 1을 참조하면, 본 발명 실시예는 연소실(1)에 연통된 흡기포트에 구비된 제1인젝터(3)와; 상기 연소실(1) 내에 구비되어 상기 제1인젝터(3)와는 다른 종류의 연료를 분사하도록 된 제2인젝터(5)와; 상기 연소실(1)에서 배출되는 배기가스 중의 일부를 다시 연소실(1)로 유입시키는 EGR장치와; 상기 제1인젝터(3)와 제2인젝터(5) 및 상기 EGR장치를 제어하는 컨트롤러(7)와; 상기 제1인젝터(3)에 스파크 점화 기관용 연료를 공급하도록 된 제1연료공급장치(9)와; 상기 제2인젝터(5)에 압축 착화 기관용 연료를 공급하도록 된 제2연료공급장치(11)를 포함하여 구성된다.
Referring to FIG. 1, an embodiment of the present invention includes a first injector 3 provided in an intake port communicating with a combustion chamber 1; A second injector (5) provided in the combustion chamber (1) to inject a different kind of fuel from the first injector (3); An EGR device for introducing a part of the exhaust gas discharged from the combustion chamber (1) back into the combustion chamber (1); A controller (7) for controlling the first injector (3) and the second injector (5) and the EGR device; A first fuel supply device (9) adapted to supply fuel for the spark ignition engine to the first injector (3); And a second fuel supply device 11 adapted to supply fuel for the compression ignition engine to the second injector 5.

본 실시예에서 상기 EGR장치는 도 1에 도시된 바와 같이 EGR밸브(13)와 EGR쿨러(15)를 포함하여 구성된다.
In the present embodiment, the EGR device includes an EGR valve 13 and an EGR cooler 15, as shown in FIG.

상기 컨트롤러(7)는 상기 연소실(1)로 흡입되는 공기중에 상기 제1인젝터(3)로 상기 스파크 점화 기관용 연료를 분사하고, 상기 연소실(1)에서 압축되는 상기 공기와 스파크 점화 기관용 연료의 혼합기에 상기 압축 착화 기관용 연료를 분사하도록 구성된다.The controller 7 injects fuel for the spark ignition engine to the first injector 3 in the air sucked into the combustion chamber 1, and mixes the air and the spark ignition engine fuel compressed in the combustion chamber 1. And to inject fuel for the compression ignition engine.

본 실시예에서는 상기 스파크 점화 기관용 연료는 휘발유이고, 상기 압축 착화 기관용 연료는 경유인 것으로 한다. 물론, 상기 스파크 점화 기관용 연료는 상기 휘발유 이외에도 알코올이나 액화석유가스(LPG)등과 같은 것이 될 수 있으며, 상기 압축 착화 기관용 연료는 바이오디젤 등이 될 수 있을 것이며, 여기서 상기 스파크 점화 기관용 연료와 압축 착화 기관용 연료의 구별은 자발화 특성이 가장 중요한 판단 기준이 된다.
In this embodiment, the fuel for the spark ignition engine is gasoline, and the fuel for the compression ignition engine is diesel. Of course, the fuel for the spark ignition engine may be such as alcohol or liquefied petroleum gas (LPG) in addition to the gasoline, the fuel for the compression ignition engine may be biodiesel or the like, where the spark ignition engine fuel and compression ignition. The distinction between engine fuels is the most important criterion for self-ignition.

즉, 본 발명에서는 자발화가 어려운 가솔린 등과 같은 연료를 공기와 예혼합시켜서 연소실(1)로 유입시킨 후 압축한 상태에서, 자발화가 용이한 경유를 분사하여 자기 착화시키도록 하는 연소형태를 취하기 때문에, 상기와 같이 자발화 특성이 상기와 같이 제1인젝터(3)와 제2인젝터(5)에서 분사하도록 하는 것을 구별하는 중요한 기준이 되는 것이다.
That is, in the present invention, since a fuel such as gasoline or the like that is hardly spontaneous is premixed with air and introduced into the combustion chamber 1 and compressed, the fuel gas is self-ignited by injecting light gas which is easily spontaneous in a compressed state. As described above, the spontaneous firing characteristic is an important criterion for distinguishing the injection from the first injector 3 and the second injector 5 as described above.

상기 컨트롤러(7)는 상기 제1인젝터(3)로 분사된 스파크 점화 기관용 연료인 가솔린을 착화시키기 위하여, 상기 제2인젝터(5)로 상기 연소실(1) 내의 가스를 압축 착화시키는 양만의 압축 착화 기관용 연료인 경유를 분사하도록 제어하도록 구성된다.
The controller 7 compresses and ignites only the amount of compression and ignition of the gas in the combustion chamber 1 with the second injector 5 in order to ignite the gasoline which is the fuel for the spark ignition engine injected into the first injector 3. And control to inject light oil which is engine fuel.

즉, 본 발명의 엔진에서 출력을 내는 주요한 연료는 가솔린이고, 상기 경유는 거의 상기 가솔린을 착화시키는 용도로만 사용되고 있는 것이다.
That is, the main fuel output in the engine of the present invention is gasoline, and the light oil is almost used only for ignition of the gasoline.

물론, 상기 제1연료공급장치(9)는 종래의 가솔린 연료 공급장치와 동일하거나 유사한 구성을 가지게 되며, 상기 제2연료공급장치(11)는 종래의 디젤 연료 공급장치와 동일하거나 유사한 구성을 가지게 된다.
Of course, the first fuel supply device 9 has the same or similar configuration as the conventional gasoline fuel supply device, and the second fuel supply device 11 has the same or similar configuration as the conventional diesel fuel supply device. do.

여기서, 상기 경유를 분사하는 상기 제2인젝터(5)는 다공 분사 노즐을 구비하고, 연소실(1)의 중앙에 설치된다.Here, the second injector 5 for injecting the light oil is provided with a porous injection nozzle, and is installed in the center of the combustion chamber 1.

즉, 상기 경유를 가솔린의 착화 용도로 사용하기 때문에, 압축된 혼합기에 연소실(1)의 중앙에서 경유를 다공 분사 노즐을 통해 분사하여, 연소실(1) 내의 광범위한 영역에서 다점 착화가 일어나도록 하는 것이다.
That is, since the diesel oil is used for the ignition of gasoline, the diesel fuel is injected into the compressed mixer from the center of the combustion chamber 1 through the porous injection nozzle so that the multi-point ignition occurs in a wide range of areas in the combustion chamber 1. .

본 발명 실시예의 엔진은 압축비가 현재의 통상적인 가솔린엔진 보다 높은 13 내지 15로 설정하고, 가솔린이 희박 공연비를 형성하는 조건으로 구동하여 엔진의 연비를 극대화시킬 수 있다.
The engine of the embodiment of the present invention can be set to 13 to 15, the compression ratio is higher than the current conventional gasoline engine, and can be driven under the condition that the gasoline forms a lean air-fuel ratio to maximize the fuel economy of the engine.

즉, 통상의 가솔린엔진에서는 희박 공연비 조건에서는 점화플러그로부터 화염이 전파되는 속도가 비교적 늦어 노킹의 발생이 필연적이지만, 본 발명에서는 희박 공연비의 가솔린을 상대적으로 높은 압축비로 압축한 상태에서 상기 제2인젝터(5)로 경유를 분사하여, 연소실(1) 전체에서 다점 자기 착화하도록 함으로써, 화염 전파 속도의 지연에 따른 노킹 발생의 문제를 해결하여, 희박연소와 높은 압축비에 의한 엔진 연비의 극적인 향상을 가져올 수 있는 것이다.
That is, in a conventional gasoline engine, in the lean air-fuel ratio condition, the rate of propagation of flames from the spark plug is relatively slow, so knocking is inevitable. However, in the present invention, the second injector is compressed while gasoline of the lean air-fuel ratio is compressed at a relatively high compression ratio. By injecting light oil into (5) and allowing multipoint self ignition in the entire combustion chamber 1, the problem of knocking caused by the delay of flame propagation speed is solved, resulting in dramatic improvement in engine fuel efficiency due to lean combustion and high compression ratio. It can be.

일반적으로, 일정 수준 이상의 희박연소는 산소 농도가 높은 이유로 인해 NOx가 많이 배출되게 하는 경향이 있지만, 본 발명에서는 상기 EGR쿨러(15)에서 냉각된 대량의 EGR가스를 상기 가솔린과 함께 연소실(1)로 유입시킴으로써, NOx(질소산화물)의 생성을 억제한다.
In general, the lean combustion of a certain level or more tends to cause a large amount of NOx due to the high oxygen concentration, but in the present invention, a large amount of EGR gas cooled in the EGR cooler 15 together with the gasoline, the combustion chamber 1 By flowing in, the production of NOx (nitrogen oxide) is suppressed.

상기와 같이 연소과정에서의 질소산화물 생성이 억제됨에 따라, 본 발명의 엔진의 연소실(1)에서 배출되는 배기가스를 정화하는 장치는, 질소산화물 흡장 촉매 등을 사용하지 않고, 디젤산화촉매장치(17)만으로 이루어지거나, 삼원촉매장치만으로 이루어질 수 있다.As the generation of nitrogen oxides in the combustion process is suppressed as described above, the apparatus for purifying exhaust gas discharged from the combustion chamber 1 of the engine of the present invention is a diesel oxidation catalyst device without using a nitrogen oxide storage catalyst or the like ( 17) or only three-way catalytic devices.

또한, 상기 제2인젝터(5)에서 분사되는 경유는 극히 소량으로 가솔린 혼합기의 착화에만 사용되는 수준이므로, 경유의 연소에 따른 입자상 물질의 생성이 억제되어, 본 발명의 엔진에서는 별도의 DPF(Diesel Particulate Filter)를 사용하지 않을 수 있다.
In addition, since the diesel fuel injected from the second injector 5 is used only in the ignition of the gasoline mixer in a very small amount, the generation of particulate matter due to the combustion of the diesel fuel is suppressed, and in the engine of the present invention, a separate DPF (Diesel) Particulate Filter) may not be used.

한편, 상기 연소실(1)의 흡기측과 배기측 사이에는 상기 배기측의 배출가스 압력으로 흡입공기를 압축하여 공급하는 터보차져(19)가 장착된다.
On the other hand, between the intake side and the exhaust side of the combustion chamber 1, a turbocharger 19 for compressing and supplying intake air at the exhaust gas pressure on the exhaust side is mounted.

상기 제2인젝터(5)의 연료분사압력은 500bar 미만인 것이 바람직한데, 이것은 종래 가솔린 엔진 수준인 상기 제1인젝터(3)의 분사압력에 비해서는 상당히 고압이지만, 종래의 커먼레일디젤엔진에 비해서는 상당히 낮은 수준으로, 상기 제2연료공급장치(11)의 단가를 저감시킬 수 있도록 한다.It is preferable that the fuel injection pressure of the second injector 5 is less than 500 bar, which is considerably higher than the injection pressure of the first injector 3, which is at the level of a conventional gasoline engine, but compared to the conventional common rail diesel engine. At a considerably low level, it is possible to reduce the cost of the second fuel supply device 11.

1; 연소실
3; 제1인젝터
5; 제2인젝터
7; 컨트롤러
9; 제1연료공급장치
11; 제2연료공급장치
13; EGR밸브
15; EGR쿨러
17; 디젤산화촉매장치
19; 터보차져One; combustion chamber
3; First injector
5; 2nd injector
7; controller
9; First fuel supply device
11; Second fuel supply device
13; EGR valve
15; EGR cooler
17; Diesel Oxidation Catalyst
19; Turbocharger

Claims (10)

연소실에 연통된 흡기포트에 구비된 제1인젝터와;
상기 연소실 내에 구비되어 상기 제1인젝터와는 다른 종류의 연료를 분사하도록 된 제2인젝터와;
상기 연소실에서 배출되는 배기가스 중의 일부를 다시 연소실로 유입시키는 EGR장치와;
상기 제1인젝터와 제2인젝터 및 상기 EGR장치를 제어하는 컨트롤러;
를 포함하여 구성된 것을 특징으로 하는 차량용 엔진.A first injector provided in an intake port communicating with the combustion chamber;
A second injector provided in the combustion chamber and configured to inject a different type of fuel from the first injector;
An EGR device for introducing a part of the exhaust gas discharged from the combustion chamber back into the combustion chamber;
A controller for controlling the first injector, the second injector, and the EGR device;
Vehicle engine, characterized in that configured to include. 청구항 1에 있어서,
상기 제1인젝터에 스파크 점화 기관용 연료를 공급하도록 된 제1연료공급장치와;
상기 제2인젝터에 압축 착화 기관용 연료를 공급하도록 된 제2연료공급장치;
를 더 포함하여 구성된 것을 특징으로 하는 차량용 엔진.The method according to claim 1,
A first fuel supply device configured to supply fuel for a spark ignition engine to the first injector;
A second fuel supply device configured to supply fuel for a compression ignition engine to the second injector;
Vehicle engine, characterized in that further comprises a. 청구항 2에 있어서,
상기 컨트롤러는 상기 연소실로 흡입되는 공기중에 상기 제1인젝터로 상기 스파크 점화 기관용 연료을 분사하고, 상기 연소실에서 압축되는 상기 공기와 스파크 점화 기관용 연료의 혼합기에 상기 압축 착화 기관용 연료를 분사하도록 된 것
을 특징으로 하는 차량용 엔진.The method according to claim 2,
The controller is configured to inject the fuel for the spark ignition engine into the first injector in the air sucked into the combustion chamber, and to inject the fuel for the compression ignition engine to a mixture of the air and the spark ignition engine fuel compressed in the combustion chamber.
Vehicle engine, characterized in that. 청구항 3에 있어서,
상기 제2인젝터는 다공 분사 노즐을 구비하고, 연소실의 중앙에 설치된 것
을 특징으로 하는 차량용 엔진.The method according to claim 3,
The second injector is provided with a porous injection nozzle, installed in the center of the combustion chamber
Vehicle engine, characterized in that. 청구항 3에 있어서,
상기 컨트롤러는 상기 제1인젝터로 분사된 스파크 점화 기관용 연료를 착화시키기 위하여, 상기 제2인젝터로 상기 연소실 내의 가스를 압축 착화시키는 양만의 압축 착화 기관용 연료를 분사하도록 제어하도록 구성된 것
을 특징으로 하는 차량용 엔진.The method according to claim 3,
The controller is configured to control to inject only the fuel for the compression ignition engine to compress and ignite the gas in the combustion chamber with the second injector to ignite the fuel for the spark ignition engine injected into the first injector.
Vehicle engine, characterized in that. 청구항 2 내지 5항에 있어서,
상기 스파크 점화 기관용 연료는 휘발유이고;
상기 압축 착화 기관용 연료는 경유인 것
을 특징으로 하는 차량용 엔진.The method according to claim 2 to 5,
The fuel for the spark ignition engine is gasoline;
The fuel for the compression ignition engine is diesel.
Vehicle engine, characterized in that. 청구항 1 내지 5항에 있어서,
상기 연소실에서 배출되는 배기가스를 정화하는 장치는 디젤산화촉매장치만으로 이루어진 것
을 특징으로 하는 차량용 엔진.The method according to claim 1, wherein
The apparatus for purifying exhaust gas discharged from the combustion chamber is composed only of a diesel oxidation catalyst device.
Vehicle engine, characterized in that. 청구항 1 내지 5항에 있어서,
상기 연소실에서 배출되는 배기가스를 정화하는 장치는 삼원촉매장치만으로 이루어진 것
을 특징으로 하는 차량용 엔진.The method according to claim 1, wherein
The apparatus for purifying exhaust gas discharged from the combustion chamber is composed of only three-way catalyst device.
Vehicle engine, characterized in that. 청구항 1 내지 5항에 있어서,
상기 연소실의 흡기측과 배기측 사이에는 상기 배기측의 배출가스 압력으로 흡입공기를 압축하여 공급하는 터보차져가 장착된 것
을 특징으로 하는 차량용 엔진.The method according to claim 1, wherein
Between the intake side and the exhaust side of the combustion chamber is equipped with a turbocharger for compressing and supplying the intake air at the exhaust gas pressure of the exhaust side
Vehicle engine, characterized in that. 청구항 1 내지 5항에 있어서,
상기 연소실의 압축비는 13 내지 15이고,
상기 제2인젝터의 연료분사압력은 500bar 미만인 것
을 특징으로 하는 차량용 엔진.The method according to claim 1, wherein
Compression ratio of the combustion chamber is 13 to 15,
The fuel injection pressure of the second injector is less than 500 bar
Vehicle engine, characterized in that.
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Publication number Priority date Publication date Assignee Title
WO2014018351A1 (en) * 2012-07-27 2014-01-30 Caterpillar Inc. Reactivity controlled compression ignition engine with exhaust gas recirculation

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JP2004293340A (en) * 2003-03-25 2004-10-21 Mitsubishi Fuso Truck & Bus Corp Exhaust gas purifier
JP4232590B2 (en) * 2003-09-22 2009-03-04 トヨタ自動車株式会社 Combustion control system for compression ignition internal combustion engine
US7121254B2 (en) * 2005-02-17 2006-10-17 General Motors Corporation Compression-ignited IC engine and method of operation
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014018351A1 (en) * 2012-07-27 2014-01-30 Caterpillar Inc. Reactivity controlled compression ignition engine with exhaust gas recirculation
US8991358B2 (en) 2012-07-27 2015-03-31 Caterpillar Inc. Reactivity controlled compression ignition engine with exhaust gas recirculation

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