KR830000889B1 - How to burn ignition fuel in pneumatic direct injection internal combustion engines - Google Patents

Abstract

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Description

How to burn ignition fuel in pneumatic direct injection internal combustion engines

1 is a longitudinal sectional view showing an upper portion of a piston having a combustion chamber of a rotating body schematically showing the fuel injection according to the invention in various positions of the piston;

2 is a plan view of the piston shown in FIG.

FIELD OF THE INVENTION The present invention relates to a method of combusting ignition fuel using an air compression direct injection internal combustion engine, wherein the fuel is removed by air performing a rotational movement of a film on the wall of the combustion chamber provided in the form of a rotating body within the piston top. It is well used as a jet that causes precipitation in most fuels, such as gradually mixing in the form of a vapor with an entrained vapor, and an ignition device provided at the top dead center position of the piston is provided between the combustion chamber walls of the free fuel jet passing through the combustion chamber. It protrudes into a combustion chamber near the injection nozzle hole arrange | positioned at a combustion rim.

Pneumatic direct injection internal combustion engines employing the fuel wall precipitation process are well known today. In addition, such internal combustion engines are equipped with ignition devices, such as spark plugs or glow plugs, and operate them with ignition devices used especially for cold start or multi-fuel-operation purposes. It is well known in German Patent No. 1576020. For this purpose, it has been proposed to have an ignition device protruding into the combustion chamber near the injection nozzle hole between the free fuel jet and the combustion chamber wall passing through the combustion chamber, which ensures effective ignition as well as effective mixing preparation and combustion.

When ignition fuels such as gasoline are used, engine performance, in particular fuel losses, exhaust gas temperatures and smoke emissions, are ample room for improvement.

With the purpose of improving the internal combustion engines of the type described earlier in a simple way, with a reduced cost, in order to ensure that the thermal mixture formation process, which governs the type of combustion, is in such a state that avoided losses can be avoided when the ignition fuel burns. The present invention has begun.

According to the invention, this object is achieved by lowering the pressure level in the high pressure portion of the injection system such that the injection rate into the cylinder is 40% to 60%, preferably 50% as compared to the combustion of the self-ignition fuel, And at the start of the injection cycle, the fuel collision point ends just before the upper end of the combustion chamber wall and at the top dead center position of the piston the fuel collision point is close to or near the lower end of the combustion chamber, and the fuel film extends over the entire depth of the combustion chamber and its walls. This is accomplished by extending the fuel injection process to spread by the rotational motion of.

In other words, for such engines, the average injection time between the top 30 dead crank angle and the top dead center at full load is extended by advancing the start of the injection, and generally at about ² mm ² / ° crank angle. The rate was reduced and the injection pressure was lower. At the same time, the plant is made to spread the fuel film over the actual full depth of the combustion chamber, which has a definite effect on the formation of the thermal mixture, which governs the type of combustion.

This is simpler, lower cost, and the fact that lightly designed injection pump designs can be used is another issue, and the noise level in the injection system has also been reduced. An important factor for this purpose is the engine performance, which is significantly improved as a result of the process of forming a better heat mixture in the described specification. In particular, it has been demonstrated by experimentation that a particular fuel consumption can be reduced by 10%, the exhaust gas temperature is reduced by about 20%, and the smoke emissions by about 30%.

As a result of the present invention, the extended retention phase of the fuel on the combustion chamber wall, on the one hand, is accelerated only by the heat of the flame and the fuel removal from the combustion chamber wall is consequently not contributing to the formation of the combustible mixture before ignition, On the one hand, since a large amount of flammable mixture is formed of fuel particles which separate and evaporate from the free fuel jet in a conventional manner, this leads to an excessive amount of flammable mixture, ie excessive, which clearly leads to an undesirable increase in pressure rise. It does not change the form of subsequent and ignition processes, which result in the presence of an amount of flammable mixture.

The amount of combustible fuel / air mixture formed by the method described at the end is on the one hand the fuel injection starts simultaneously when the dispersion of the fuel jet is still weak due to the relatively low air density and on the other hand due to the low pressure in the fuel line. Jet dispersion is generally weakened and thus lower in injection rate than in conventional injection methods so that it is not exceeded in spite of the significantly expanded injection phase.

More specifically, according to the present invention, the fuel injection process is initiated between a crank angle of 50 ° and 60 °, preferably at a crank angle of 45 °, before the top dead center position of the piston, and the free fuel jet is subjected to piston motion. It has been suggested that the resulting collision point traverses the combustion chamber in such a way that it follows a line on the combustion chamber wall that is substantially opposite the injection nozzle hole.

Exemplary embodiments shown in the accompanying drawings on the basis of the present invention will be described in more detail below.

FIG. 1 schematically shows the cylinder 1 covered by the cylinder head 3, showing schematically that the gasket 2 is fitted at the upper end of the cylinder. In the cylinder 1 a piston 4 having a rotating body combustion chamber 7 and a compressed neck 8 and a lower plate 9 in the piston top 5 is shown in its top dead center position. 7 is offset with respect to the centerline 6 of the cylinder 1.

The injector 10 arranged obliquely in the cylinder head 3 has its injection nozzle hole 11 in the lower edge plane of the cylinder head 3 and at the corners of the combustion chamber 8 or in each recess 12 (second). Arranged so as to An ignition device composed of electrodes 13 and 14 is also fixed in the cylinder head 3 near the injection nozzle hole 11. At the top dead center position of the piston 4, these electrodes 13, 14 arranged in parallel with each other are free fuel jet 15 and combustion chamber walls penetrating through the combustion chamber 7 as can be seen from FIG. It protrudes into the combustion chamber 7 between (16). The electrodes 13 and 14 are shown by the dashed line in FIG. 1 because they actually protrude into the front half of the combustion chamber 7.

Finally, referring to FIG. 2, it can be clearly seen that the ignition reliability is improved as the ignition device consists of three single electrodes 14 connected to the central electrode 13.

In order to understand the present invention, people will draw the lower edge of the cylinder head 3 into their minds, as a result of which the injection nozzle holes 11 'have a crank of about 54 ° from which the piston 4 has its top dead center position. It is placed in the plane to leave the angle. At this moment, fuel injection begins with the fuel jet 17 already directed, so that the run point 15 is directly in front of the top of the combustion chamber wall 16 without the fuel particles reaching the piston top 5. It is over.

When the piston 4 moves upward, the illustrated embodiment shows that the piston is at a crank angle of about 40 ° before top dead center, and the impact point 18 ′ of the fuel jet 15 on the combustion chamber wall 16 is downward. To reach point 18 "beneath lateral line 19. The injection nozzle hole 11" in this position is in plane 20 away from the piston.

In the top dead center position of the piston 4, the injection nozzle hole 11 is directly above the combustion chamber 7, so that the impact point 18 of the fuel jet 15 reaches a point near the combustion chamber lower part 9. do. The fuel applied in this type along the line spanning the actual full depth of the combustion chamber 7 on the wall 16 is spread by the combustion air, which rotates in the direction of the arrow 21 to form a wide membrane and is subsequently burned after ignition. . The wide membrane is gradually removed by the air in a medium state mixed with air according to the prior art.

Claims (1)

The fuel is injected as a jet which causes the membrane formed on the combustion chamber wall of the rotating body type in the piston top to be removed by the air performing the rotational movement and gradually mixed in the form of vapor with air, causing precipitation in most of the fuel. The ignition device provided at the top dead center position is used in a method for combusting ignition fuel using an air compression direct injection internal combustion engine that protrudes into the combustion chamber near an injection nozzle hole placed at the edge of the combustion chamber between a free fuel jet passing through the combustion chamber and the combustion chamber wall. In this case, the pressure level in the high pressure part of the injection system and thus the injection rate in the cylinder is reduced by 40% to 60% compared to the level used to burn the self-ignition fuel, and the fuel injection is lower than the top dead center of the piston. Start between crank angle of 60 ° and fuel injection cycle The combustion chamber wall 16 at the fuel collision point 18 'at the start of the claw ends at the top and the fuel collision point 18 at the top dead center position of the piston 4 is close to the combustion chamber lower portion 9 or the wall ( Ignition of the air compression direct injection internal combustion engine, characterized in that it extends to be placed near the bottom of 16) and the fuel film is spread on the combustion chamber wall 16 by a rotational movement of air that occurs over the entire depth of the combustion chamber 7. How to burn fuel.

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