WO1991019085A1 - Moteur a combustion interne du type a allumage par impact du carburant contre une surface chauffee et procede d'allumage par impact du carburant contre une surface chauffee - Google Patents
Moteur a combustion interne du type a allumage par impact du carburant contre une surface chauffee et procede d'allumage par impact du carburant contre une surface chauffee Download PDFInfo
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- WO1991019085A1 WO1991019085A1 PCT/JP1990/001500 JP9001500W WO9119085A1 WO 1991019085 A1 WO1991019085 A1 WO 1991019085A1 JP 9001500 W JP9001500 W JP 9001500W WO 9119085 A1 WO9119085 A1 WO 9119085A1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P19/00—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition
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- 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
-
- 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
- F02B19/00—Engines characterised by precombustion chambers
-
- 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
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
- F02B19/1004—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder details of combustion chamber, e.g. mounting arrangements
- F02B19/1009—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder details of combustion chamber, e.g. mounting arrangements heating, cooling
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- 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
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/14—Engines characterised by precombustion chambers with compression ignition
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- 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
- F02B23/0648—Means or methods to improve the spray dispersion, evaporation or ignition
- F02B23/0651—Means or methods to improve the spray dispersion, evaporation or ignition the fuel spray impinging on reflecting surfaces or being specially guided throughout the combustion space
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- 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
- F02B23/0654—Thermal treatments, e.g. with heating elements or local cooling
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- 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
- F02B23/0672—Omega-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 center axis
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- 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
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- 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
- F02B9/00—Engines characterised by other types of ignition
- F02B9/06—Engines characterised by other types of ignition with non-timed positive ignition, e.g. with hot-spots
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/26—Pistons having combustion chamber in piston head
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- 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
- F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
- F02M53/04—Injectors with heating, cooling, or thermally-insulating means
- F02M53/06—Injectors with heating, cooling, or thermally-insulating means with fuel-heating means, e.g. for vaporising
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- 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
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- 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
- F02B23/0603—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 at least part of the interior volume or the wall of the combustion space being made of material different from the surrounding piston part, e.g. combustion space formed within a ceramic part fixed to a metal piston head
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- 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
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- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P19/00—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition
- F02P19/02—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs
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- 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
Definitions
- the present invention relates to a hot surface collision ignition type internal combustion engine and a hot surface collision ignition method thereof. Background technology
- a direct-injection diesel engine or a diesel engine with a sub-chamber it is necessary to atomize the fuel injected from the fuel injection valve into the combustion chamber or the sub-chamber as much as possible and mix it well with the air.
- the fuel is atomized as much as possible when the fuel is injected from the nozzle opening of the fuel injection valve.
- a glow plug is installed in the combustion chamber or the sub-chamber, and The fuel is ignited by heating the fuel.
- compression ignition engines have the advantage of high thermal efficiency.Therefore, it would be extremely economically advantageous if compression ignition of low-cetane and high-octane fuels such as gasoline and methanol could be performed. is there. However, such low-cetane and high-octane fuels have an extremely long ignition delay period, and it has been conventionally difficult to ignite such fuels by compression ignition. Disclosure of the invention
- the object of the present invention is to provide any kind of fuel that can be used in an internal combustion engine. It is an object of the present invention to provide an internal combustion engine and an ignition method that can obtain good combustion by self-ignition even if the internal combustion engine is used.
- a heating member that is electrically heated is disposed in the combustion chamber, and the fuel is injected in the form of a continuous liquid flow from the nozzle port of the fuel injection valve toward the heating surface of the heating member, and the fuel is injected.
- an internal combustion engine adapted to impinge on a heated surface in a non-atomized liquid form.
- the fuel is injected from the fuel injection valve into the combustion chamber in the form of a continuous liquid flow, and the fuel is then supplied to the electrically heated surface of the heating member in the form of a liquid that has not been atomized.
- An ignition method is provided, which ignites fuel that is caused to collide and diffuse after the collision.
- FIG. 1 is a side cross-sectional view of a first embodiment of a hot-collision ignition type internal combustion engine
- FIG. 2 is a diagram showing the inner wall surface of a cylinder head in FIG. 1
- FIG. 3 is a hot-collision ignition type internal combustion engine.
- FIG. 4 is a side cross-sectional view of a third embodiment of the hot surface collision ignition type internal combustion engine
- FIG. 5 is a side cross sectional view of the third embodiment of the hot surface collision ignition type internal combustion engine.
- FIG. 6 is a side cross-sectional view of a fifth embodiment of a hot-collision ignition internal combustion engine
- FIG. 7 is a side cross-sectional view of a sixth embodiment of a hot-collision ignition internal combustion engine
- FIG. 9 is a side cross-sectional view of a seventh embodiment of the hot surface collision ignition type internal combustion engine
- FIG. 9 is a side cross sectional view of the eighth embodiment of the hot surface collision ignition type internal combustion engine
- FIG. 11 is a side sectional view of a ninth embodiment
- FIG. 11 is a side sectional view of a tenth embodiment of a hot surface collision ignition type internal combustion engine
- FIG. 12 is a side sectional view of an eleventh embodiment of a hot-collision ignition internal combustion engine
- FIG. 13 is a diagram showing a target temperature
- FIG. 14 is a circuit diagram of an electronic control unit
- FIG. 15 is a heating control.
- FIG. 16 is a flowchart of the first embodiment for performing heating control
- FIG. 17 is a flowchart of the second embodiment for performing heating control. It is a flowchart of three examples.
- FIG. 1 and 2 show a first embodiment according to the present invention.
- 1 is a cylinder block
- 2 is a reciprocating screw in cylinder block 1
- 3 is a cylinder clamped on cylinder block 1.
- the head 4 is a combustion chamber formed between the piston 2 and the cylinder head 3
- 5 is an intake valve
- 6 is an exhaust valve.
- a cavity 7 is formed at the center of the flat top surface 2 a of the piston 2
- a fuel injection valve 8 is arranged at the center of the flat inner wall surface 3 a of the cylinder head 3.
- the fuel injection valve 8 includes a single nozzle 9 and a dollar 10 for controlling the opening and closing of the nozzle 9 when the dollar 10 opens the nozzle 9. Fuel is injected from nozzle opening 9 toward the center of cavity 7.
- a disk-shaped heating member 13 supported by the cylinder head 3 via a pair of supporting members 11 and 12 is arranged.
- the heating member 13 is formed from a heat-resistant material such as a ceramic egg.
- a heating element 14 that is electrically heated is arranged in the heating member 13, and the heating element 14 causes a noise.
- the heating surface 15 of the heating member 13 facing the roulette 9 is heated.
- a temperature sensor 16 that detects the temperature of the heating surface 15, for example, a thermocouple, is disposed in the heating member 13. The temperature of the heating surface 15 is maintained by the output signal of the temperature sensor 16 at a temperature higher than the compression temperature at 650 or higher, for example, at about 800.
- the heating element 14 a ceramic heater such as a positive temperature coefficient thermistor element can be used for the entire heating member 13.
- the heating surface 15 is formed of a flat surface almost parallel to the inner wall surface 3a of the cylinder head.
- the heating surface 15 can also be formed from a convex curved surface having a relatively large radius of curvature or an HA curved surface.
- fuel is injected in the form of a continuous liquid stream as indicated by F toward the center of the heating surface 15.c
- this fuel injection is compressed. It starts about 5 to 15 degrees before top dead center.
- the fuel injected from the nozzle opening 9 collides with the central part of the heating surface 15, and at this time, some fuel is immediately atomized by the collision energy, and the remaining fuel is in the form of a liquid film flow around the periphery of the heating surface 15. It flows all the way to the club. Next, the liquid film flow splits at the peripheral portion of the heating surface 15 into fuel fine particles, and the fuel fine particles scatter around as shown by arrows in FIG.
- the atomized fuel becomes hot due to the removal of heat from the heating surface 15 at the time of the collision, and thus self-ignites immediately.
- the fuel flowing in the form of a liquid film on the heating surface 15 takes heat from the heating surface 15 while flowing on the heating surface 15 and becomes high temperature. I have. Accordingly, the fuel particles scattered from the peripheral portion of the heating surface 15 to the periphery are also at a high temperature, so that the fuel particles are immediately self-ignited. Accordingly, the ignition delay period becomes extremely short, and the fuel injected from the fuel injection valve 8 is burned sequentially.
- the generation of noise is suppressed due to the gradual rise of the combustion pressure, and the generation of ⁇ > ⁇ is suppressed due to the lower maximum combustion temperature. Further, since the fuel is uniformly scattered in all directions from the heating surface 15, the fuel particles are uniformly dispersed in the cavity 7, so that there is almost no oxygen-deficient region around the fuel particles. Therefore, the generation of particulates is suppressed.
- the present invention is different from a conventional diesel engine in which atomized fuel is injected from the nozzle of the fuel injection valve, and basically, when fuel is injected from the nozzle 9 of the fuel injection valve 8, It is characterized in that the injected fuel is made fine by making this injected fuel collide with the heating surface 15 without atomizing the fuel.
- the fuel is It may collide with the heated surface 15 in the form of a liquid, or it may split after being ejected and collide with the heated surface 15 in the form of a mass of liquid.
- the injected fuel is made to be atomized by colliding with the heating surface 15, so that it is necessary to make the injected fuel collide with the heating surface 15 as fast as possible.
- fuel is injected from the nozzle 9 in the form of a continuous liquid flow.
- the fuel injected in the form of the continuous liquid flow has a large penetration force, it is hardly decelerated until it collides with the heating surface 15, and thus the fuel injected from the fuel injection valve 8 Even if the pressure is as low as 100 kg Z cnf to 150 kg Z cnf, the injected fuel can collide with the heating surface 15 at a high speed ⁇ Inject the atomized fuel from the nozzle of the fuel injection valve as before In this case, the penetration of the fuel spray is small, and the fuel particles are rapidly decelerated as soon as they are injected from the nozzle opening.
- the heating surface 15 preferably has at least an area capable of heating the annularly spread fuel. Also, on the heating surface 15 The heating surface 15 preferably has a larger area in order to sufficiently heat the fuel flowing in the form of a liquid film toward the surface.
- the heating surface 15 is maintained at a high temperature, no carbon or the like is deposited on the heating surface 15, and since the size of the heating member 13 is small, when the heating element 14 is energized, the heating surface 15 is heated. The temperature of No. 15 immediately rises, and good combustion with an extremely short ignition delay period from the start of the engine can be secured.
- FIGS. 3 to 12 show various embodiments.
- the same components as those in the embodiment shown in FIGS. 1 and 2 are denoted by the same reference numerals.
- FIG. 3 shows a second embodiment.
- the heating member 13 integrally forms a heat receiving portion 13a having a large number of annular fins formed under the heating member 13.
- the heat receiving portion 13a is provided to absorb as much heat of the combustion gas as possible and to transfer the heat to the heating surface 15, thereby reducing the power consumption of the heating element 14.
- FIG. 4 shows a third embodiment.
- a heating element 14 is arranged in a support member 14, and a heating plate 17 made of, for example, a metal material having good heat conductivity is fixed to the tip of the support member 14.
- the heat generated from the heating element 14 is transmitted to the heating plate 17 by heat conduction, Thereby, the heating surface 15 of the heating plate 17 is heated.
- FIG. 5 shows a fourth embodiment.
- the heating member 13 is supported by the fuel injection valve 8 via three support members 18. That is, in this embodiment, the heating member 13 is formed integrally with the fuel injection valve 8.
- FIG. 6 shows a fifth embodiment.
- the heating member 13 is supported by the center of the bottom wall surface of the cavity 7 formed in the piston 2.
- FIG. 7 shows a sixth embodiment.
- the cavity 7 formed in the piston 2 has a substantially spherical shape
- the heating member 13 is disposed on the peripheral wall surface of the spherical cavity 7.
- Fuel is injected from the nozzle 9 of the fuel injection valve 8 toward the heating surface 15 of the heating member 13 as indicated by F.
- FIG. 8 shows a seventh embodiment.
- a pair of heating members 13 are arranged around the cavity 7, and each of the heating members 13 is supported by the cylinder head 3 via the corresponding support member 19.
- the fuel injection valve 8 includes a pair of nozzle ports 9, and fuel is injected from each nozzle 9 toward the corresponding heating surface 15 of the heating member 13.
- FIG. 9 shows an eighth embodiment.
- the entire top surface 2a of the piston 2 is formed flat, and the cavity 20 is formed in the center of the inner wall surface 3a of the cylinder head.
- a pair of heating members 13 are arranged on the peripheral wall surface of the cavity 20.
- the fuel injection valve 8 has a pair of nozzle ports 9, and fuel is injected from each nozzle port 9 toward the heating surface 15 of the corresponding heating member 13.
- FIG. 10 shows a ninth embodiment. Also in this embodiment, the entire top surface 2a of the piston 2 is formed flat, and the cavity 20 is formed at the center of the inner wall surface 3a of the cylinder head.
- the heating member 13 has an annular shape, and the annular heating member 13 is attached to the tip of the fuel injection valve 8.
- the fuel injection valve 8 is provided with a plurality of nozzles 9, and fuel is injected from each nozzle 9 toward a conical heating surface 15.
- FIG. 11 shows a tenth embodiment.
- the combustion chamber 4 is composed of a main chamber 4a and a sub-chamber 4b connected to the main chamber 4a via an injection port 21.
- a nozzle 9 of a fuel injection valve 8 is provided in the sub-chamber 4b. Be placed.
- a heating member 13 is arranged on the inner peripheral surface of the sub-chamber 4 b, and fuel is injected from a nozzle 9 of the fuel injection valve 8 toward a heating surface 15 of the heating member 13.
- FIG. 12 shows an eleventh embodiment.
- the combustion chamber 4 is composed of a main chamber 4a and a sub-chamber 4b connected to the main chamber 4a via an injection port 21.
- a nozzle 9 of the fuel injection valve 8 is provided in the sub-chamber 4b. Is placed.
- a heating member 13 supported by the inner wall surface of the sub-chamber 4 via a support member 22 is disposed at the center of the sub-chamber 4 b, and extends from the nozzle 9 of the fuel injection valve 8 to the heating surface 15 of the heating member 13. The fuel is injected.
- the target temperature has an optimum value.
- This optimum value is about 650'C or more, and preferably about 800, but slightly fluctuates depending on the operating state of the engine.
- the optimum target temperature will be described with reference to FIG.
- the target temperature T of the heating surface 15 increases as the engine load L decreases. It is preferable to increase.
- the target temperature T of the heating surface 15 becomes lower as the engine plane number N becomes lower. It is preferable to raise the value.
- the target temperature T is set.
- the control method of will be described.
- Fig. 14 shows the target temperature.
- the electronic control unit used for the control is shown below.
- the electronic control unit 30 is composed of a digital computer, and is connected to each other by a bidirectional bus 31.
- the load sensor 37 generates an output voltage proportional to the amount of depression of an accelerator pedal (not shown), that is, an output voltage proportional to the engine load L, and this output voltage is input to an input port 35 via an AD converter 38. Entered.
- the rotation speed sensor 39 generates, for example, an output pulse every time the engine crankshaft turns 30 degrees, and this output pulse is input to the input port 35.
- the CPU 34 calculates the engine speed N from this output pulse.
- the temperature sensor 16 generates an output voltage proportional to the temperature T of the heating surface 15, and this output voltage is input to the input port 35 via the AD converter 40.
- the water temperature sensor 41 generates an output voltage proportional to the engine cooling water temperature TW, and this output voltage is input to the input port 35 via the AD converter 42.
- the output port 36 is connected to the heating element 14 of the heating member 13 via the drive circuit 43.
- the relationship between the number N and the engine cooling water temperature TW is stored in advance in the ROM 33 in the form of a three-dimensional map, and accordingly, the target temperature is determined based on the output signals of the load sensor 37, the rotation speed sensor 39, and the water temperature sensor 41. T. Is required.
- the temperature ⁇ of the heating surface 15 of the heating member 13 is detected by the temperature sensor 16, and the temperature ⁇ of the heating surface 15 is the target temperature ⁇ .
- the heating element 14 is controlled so that
- FIG. 15 shows a first embodiment of a heating control routine for the heating element 14, and this routine is executed by interruption every predetermined time.
- step 50 the temperature ⁇ of the heating surface 15 is set to the target temperature ⁇ . ⁇ > ⁇ ⁇ ⁇ . If so, the process proceeds to step 51, where the energization of the heating element 14 is stopped. Meanwhile, ⁇ £ ⁇ . Then, the process proceeds to step 52, where current is supplied to the heating element 14, and as a result, the heating element 14 generates heat. Thus, the temperature ⁇ of the heating surface 15 becomes the target temperature.
- step 50 the current supply to the heating element 14 is stopped.
- FIG. 16 shows a second embodiment of the heating control routine of the heating element 14, and this routine is executed by interruption every predetermined time.
- step 60 the heating table The temperature T on surface 15 is the target temperature T. Is determined.
- step 61 the current I supplied to the heating element 14 is reduced by a fixed amount ⁇ .
- the heating value of the heating element 14 decreases when the current I supplied to the heating element 14 decreases, and increases when the current I increases.
- step 64 data representing the current I is output to the output port 36, and the value of the current supplied to the heating element 14 is controlled based on this data.
- the temperature T of the heating surface 15 is the target temperature T.
- the current I supplied to the heating element 14 is controlled so that Also in this embodiment, if the temperature of the heating surface 15 continues to be higher than the target temperature T o even if the heating element 14 is not energized by the heat receiving action from the combustion gas, the energization to the heating element 14 is stopped. I will be stopped.
- FIG. 17 shows a third embodiment of the heating control routine of the heating element 14, which is executed by interruption every predetermined time.
- step 70 the heating table
- the temperature T on surface 15 is the target temperature T. It is determined whether the temperature is lower than the temperature ( ⁇ .— ⁇ ) obtained by subtracting a constant value ⁇ from the temperature.
- ⁇ ⁇ ( ⁇ -. ⁇ ⁇ ) current I supplied to the heating element 14 proceeds to step 71 is the allowable maximum current I max when the proceeds to stearyl-up 72, whereas, T (T. one delta T ), Go to step 73 and set the temperature ⁇ of the heating surface 15 to the target temperature ⁇ . It is determined whether the temperature is higher than a temperature ( ⁇ . + ⁇ ) obtained by adding a constant value ⁇ to the temperature. If ⁇ > ( ⁇ 10 ⁇ ⁇ ), the process proceeds to step 74, where the current value I supplied to the heating element 14 is made zero, and then the process proceeds to step 72.
- step 72 data representing the current I is output to the output port 36.
- the value of the current supplied to the heating element 14 is controlled based on this data.
- the temperature T of the heating surface 15 is the target temperature T.
- the current I is set to the maximum allowable current I max, and the heating member 13 is rapidly heated. Therefore, good combustion can be ensured immediately after the start of the engine.
- the temperature T of the heating surface 15 is the target temperature T.
- the heating element 14 is not energized by the heat receiving action from the combustion gas, the energization to the heating element 14 is stopped.
- the temperature T of the heating surface 15 is the target temperature T.
- the current I supplied to the heating element 14 is controlled so that
- the fuel particles received from the heating surface are promoted in activation, are scattered around, and are immediately ignited. Therefore, the ignition delay is extremely shortened using any fuel that can be used for internal combustion engines, such as gasoline, methanol, kerosene, and fuel obtained by dissolving pulverized coal in water or other liquids, as well as light oil. Good combustion by self-ignition is obtained.
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- Thermal Sciences (AREA)
- Dispersion Chemistry (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE69022238T DE69022238D1 (de) | 1990-06-04 | 1990-11-16 | Brennkraftmaschine des types entzündung durch anprall des brennstoffes gegen eine geheizte oberfläche und entzündungsverfahren durch anprall des brennstoffes gegen eine geheizte oberfläche. |
EP90916808A EP0485610B1 (en) | 1990-06-04 | 1990-11-16 | Heated surface fuel striking ignition type internal combustion engine and method of heated surface fuel striking ignition |
US07/688,582 US5329901A (en) | 1990-06-04 | 1990-11-16 | Hot surface impact ignition type internal combustion engine and method of hot surface impact ignition |
SU915001175A RU2042840C1 (ru) | 1990-06-04 | 1991-07-25 | Двигатель внутреннего сгорания с зажиганием от удара о горячую поверхность |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP1990/000718 WO1991019083A1 (en) | 1990-06-04 | 1990-06-04 | Internal combustion engine of hot surface collision ignition type and hot surface collision ignition thereof |
USPCT/JP90/00718 | 1990-06-04 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1991019085A1 true WO1991019085A1 (fr) | 1991-12-12 |
Family
ID=13986563
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP1990/000718 WO1991019083A1 (en) | 1990-06-04 | 1990-06-04 | Internal combustion engine of hot surface collision ignition type and hot surface collision ignition thereof |
PCT/JP1990/001500 WO1991019085A1 (fr) | 1990-06-04 | 1990-11-16 | Moteur a combustion interne du type a allumage par impact du carburant contre une surface chauffee et procede d'allumage par impact du carburant contre une surface chauffee |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP1990/000718 WO1991019083A1 (en) | 1990-06-04 | 1990-06-04 | Internal combustion engine of hot surface collision ignition type and hot surface collision ignition thereof |
Country Status (8)
Country | Link |
---|---|
US (1) | US5329901A (ja) |
EP (1) | EP0485610B1 (ja) |
KR (1) | KR940006042B1 (ja) |
CN (1) | CN1020650C (ja) |
CA (1) | CA2044611A1 (ja) |
DE (1) | DE69022238D1 (ja) |
RU (1) | RU2042840C1 (ja) |
WO (2) | WO1991019083A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5357924A (en) * | 1991-06-21 | 1994-10-25 | Nippon Clean Engine Research Institute Co., Ltd. | Direct-injection type compression-ignition internal combustion engine |
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- 1990-06-04 KR KR1019900702549A patent/KR940006042B1/ko not_active IP Right Cessation
- 1990-11-16 CA CA002044611A patent/CA2044611A1/en not_active Abandoned
- 1990-11-16 EP EP90916808A patent/EP0485610B1/en not_active Expired - Lifetime
- 1990-11-16 WO PCT/JP1990/001500 patent/WO1991019085A1/ja active IP Right Grant
- 1990-11-16 DE DE69022238T patent/DE69022238D1/de not_active Expired - Lifetime
- 1990-11-16 US US07/688,582 patent/US5329901A/en not_active Expired - Fee Related
- 1990-12-28 CN CN90110172A patent/CN1020650C/zh not_active Expired - Fee Related
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Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5357924A (en) * | 1991-06-21 | 1994-10-25 | Nippon Clean Engine Research Institute Co., Ltd. | Direct-injection type compression-ignition internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
EP0485610B1 (en) | 1995-09-06 |
KR940006042B1 (ko) | 1994-07-02 |
CA2044611A1 (en) | 1991-12-05 |
CN1057317A (zh) | 1991-12-25 |
WO1991019083A1 (en) | 1991-12-12 |
EP0485610A1 (en) | 1992-05-20 |
RU2042840C1 (ru) | 1995-08-27 |
CN1020650C (zh) | 1993-05-12 |
US5329901A (en) | 1994-07-19 |
EP0485610A4 (en) | 1992-11-19 |
DE69022238D1 (de) | 1995-10-12 |
KR920702459A (ko) | 1992-09-04 |
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