WO1995023283A1

WO1995023283A1 - Method of operating an internal-combustion engine

Info

Publication number: WO1995023283A1
Application number: PCT/DE1995/000223
Authority: WO
Inventors: Till Keesmann; Hubert Grosse-Wilde
Original assignee: Till Keesmann; Grosse Wilde Hubert
Priority date: 1994-02-23
Filing date: 1995-02-22
Publication date: 1995-08-31
Also published as: EP0781373A1; DE4405769A1

Abstract

In the method described, aspirated air is fed into at least one combustion chamber and the air is mixed with fuel to form a fuel/air mixture, the energy necessary to operate the engine being produced by burning the fuel/air mixture in the combustion chamber at predetermined intervals and the gases produced by the combustion being exhausted from the combustion chamber. The method is characterized in that compounds with an open or closed clathrate structure, preferably fullerenes, fullerene derivatives, fullerites, heterofullerenes, heterofullerene derivatives, fullerene fragments and/or heterofullerene fragments, are added to the aspirated air and/or fuel/air mixture and/or exhaust gas. A method of this kind gives a low fuel comsumption and reduces pollutant emission.

Description

DESCRIPTION

METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE

TECHNICAL AREA

The present invention relates to a method for operating an internal combustion engine, in which intake air is supplied to at least one combustion chamber, the intake air is mixed with fuel to form a fuel / air mixture, and the drive energy for operating the internal combustion engine Combustion of the fuel / air mixture is generated in the combustion chamber with a predeterminable clock frequency, the exhaust gas formed by the combustion is expelled.

In the case of internal combustion engines, the aim is on the one hand to achieve low fuel consumption and on the other hand to ensure that the emission of pollutants is as low as possible in every operating state of the internal combustion engine. At the same time, the performance of the internal combustion engine should still be sufficient in every operating state.

STATE OF THE ART

So-called additives are known which are added to the fuel in order to improve the operation of an internal combustion engine. Anti-knock agents, anti-pre-additive additives or carburetor cleaning additives may be mentioned here as examples.

US Pat. No. 5,234,474 describes adding fullerite or a mixture of fullerites to the fuel, these fullerites being added in such an amount that they should ensure a certain lubricating effect. This one with Fuel mixed with the fullerite is intended for use within a two-stroke internal combustion engine.

PRESENTATION OF THE INVENTION

The present invention is based on the technical problem or the task of specifying a method for operating an internal combustion engine of the type mentioned at the outset, which uses little fuel and has a low pollutant emission while maintaining the highest possible

Performance enables and at the same time can be realized in a constructive manner-e-simply and economically.

The method according to the invention is given by the features of claim 1. Advantageous refinements and training are the subject of the subclaims.

The process of the invention is therefore distinguished by the fact that the sucked air and / or the force ^'substance- / air mixture and / or the exhaust open or geschlosse¬ ne cage molecules, preferably fullerenes, fullerene derivatives, Ful¬ lerite, heterofullerenes, hetero fullerene derivatives, fullerene - Fragment and / or heterofullerene fragment derivatives are supplied.

A preferred embodiment is characterized in that the supply of the cage molecules is controllable as a function of the operating parameters of the internal combustion engine, in particular temperature, speed, throttle valve position and / or the signals from a catalytic converter present in the exhaust gas stream, preferably with a lambda probe . By controlling or regulating the supply and the dependency of the operating parameters of the internal combustion engine, it is possible, for example, not to supply cage molecules when the engine is warm and at low engine speeds, whereas an increased supply is carried out at high engine speeds or at full load he follows. In addition, the metered supply in the cold start phase, which is the most problematic in terms of pollutant emissions, can be specifically supplied so that a reduction in pollutant emission values can be achieved.

An essential idea of the present invention is to add additives which promote combustion and / or reduce emissions, depending on the operating state of the internal combustion engine. These additives can preferably cage molecules of the above. Be kind.

With the method according to the invention, engine control variables (e.g. fuel quantity / ignition point) can be optimized better than the prior art for the target variables "low consumption" and "minimal pollutant emission" because an additional control variable is available. The method according to the invention can be used particularly advantageously for the concept of the lean-burn engine.

A preferred embodiment of the method according to the invention is characterized in that the temperature of the supplied cage molecules and / or the supplied fuel / air mixture and / or the intake air can be controlled as a function of the operating parameters of the internal combustion engine. According to the invention, the temperature of the cage molecules supplied can preferably be increased in the cold start phase, which leads to more favorable properties and lower pollutant emissions.

A particularly advantageous embodiment of the method according to the invention is characterized in that the cage molecules are fed directly to the at least one combustion chamber. Internal combustion engines usually have a plurality of combustion chambers, each of which is essentially formed by a cylinder and a piston which is displaceable in the cylinder. In this case, cylinder- lective. This has the advantage that each cylinder can be individually adjusted to the optimum ^'operating state, in which is advantageous for optimum regulation or control, the use entspre¬ chender cylinder-selective sensors.

A further advantageous embodiment is characterized by this _. from the fact that the cage molecules are fed to the at least one combustion chamber indirectly, ie, preferably via an upstream antechamber. In the antechamber can for; intensive mixing or swirling of the cage molecules with the fuel / air mixture can be achieved, which has a combustion-promoting effect.

The cage molecules can be added in solid or gaseous state or in a solvent in dissolved form. In particular, the cage molecules can be added in the form of an aerosol or in the form of a suspension.

A preferred embodiment of the method according to the invention is characterized in that known fuel additives are added to the cage molecules, the binding of which to the cage molecule is preferably provided by addition and / or doping and / or incorporation and / or admixture or by chemical means Way is done. Known additives such as lead alkyls, aromatic amines or oxygen-containing compounds, in particular methanol, ethanol, ether, etc., can be formed as fuel additives. In addition, phosphorus or boron compounds can be used as additives. Finally, it is also possible to use additives which form or split off O and / or OH radicals, which has a particularly favorable effect on preventing the formation of soot particles in the exhaust gas.

In order to optimally design the combustion in the respective combustion chamber, it is possible according to a further preferred embodiment of the method according to the invention to cooler together with one or more of the additives mentioned at least during a combustion cycle in a predeterminable, variable amount by weight or volume. A particularly important embodiment variant of the method according to the invention, in which a catalyst device present in the exhaust gas stream of the internal combustion engine is used, is characterized in that the exhaust gas is exposed to the surface of the catalyst device, the catalyst device being at least partially with cage molecules is provided, which are able to bind and / or split and / or oxidize the exhaust gas components carbon monoxide, hydrocarbons, nitrogen oxides and / or soot particles, preferably in the presence of a catalyst material.

In order to optimize the method with regard to the control or regulation of the internal combustion engine, it has proven to be advantageous to carry out an ion measurement in the combustion chamber and / or before and / or after the catalyst device in the exhaust gas stream, the measurement results of which regulate the composition of the fuel - / Air mixture and / or the dosage of the cage molecules are used.

An embodiment of the method according to the invention which is particularly favorable with regard to an optimal combustion process is characterized in that an arc is generated intermittently outside the at least one combustion chamber and is deflected essentially transversely to its longitudinal direction through an opening into the combustion chamber, as a result of which A flame-like arc area is created in the combustion chamber. The formation of this flame-like arc region ensures optimal ignition conditions within the combustion chamber. The deflection of the arc can take place, for example, in that a pipe section is present on one side transversely to the course of the arc, or in addition the arc is in an arcuate shape Guide device is generated, wherein the opening is preferably arranged at the apex of the arc.

The arc can also be deflected in certain areas by means of magnetic or electrical forces.

According to a further feature of the present invention, which is essential to the invention, a method is used in which the use of a conventional ignition device is dispensed with and to which at least one combustion chamber is fed, preferably injected, a chemical ignition agent, the addition amount / volume / time of which is preferred depending on the operating parameters of the internal combustion engine. This has the advantageous consequence that the combustion of the fuel / air mixture not only starts at the ignition device as is customary, but everywhere where the chemical ignition agent is injected, which can preferably take place via at least one injection nozzle, so that a conical injection area results. The injection of the chemical ignition agent is particularly advantageously designed in such a way that a type of conical jacket is formed, so that ignition also takes place in the area of the peripheral annular gap of the usual combustion chamber with cylinder and piston, which has a particularly favorable effect in terms of pollutant emissions.

Ignition takes place in this method according to the invention similarly to a method of a diesel internal combustion engine, the ignition means being preferably injected into the combustion chamber at the time of top dead center or shortly before. In this case, a high-pressure injection device can preferably be used, which has a small injection quantity and a structurally simple structure.

Oxidizing agents that react violently with hydrocarbons or pyrotechnical substances that disintegrate by themselves at higher temperatures and when the injection relaxes come into consideration as chemical ignition agents. Another feature of the present invention which is essential to the invention is characterized in that the use of an electrical ignition device is dispensed with and the combustion in the at least one combustion chamber is initiated intermittently by an intense laser pulse which is focused into the combustion chamber. The optical energy of the laser pulse is preferably between 0.1 watt seconds and one watt second, the duration of the laser pulse between 5 and 50 nanoseconds. If such a laser pulse is focused in a focal point of a few micrometers in diameter, a so-called optical breakdown occurs; ie the gas is ionized in the area of the focal point and a small plasma ball is formed. In a fuel-air mixture, this breakdown then initiates the combustion of the fuel-air mixture. To operate an internal combustion engine, the laser pulse is generated at the end of the intake stroke, preferably shortly before or at the top dead center of the piston movement.

The particular advantage of this feature of the invention is that the focus can be placed at any desired location in the combustion chamber by means of the optical beam guidance, without metallic electrodes protruding into the combustion chamber, as in a conventional spark plug. Furthermore, it is easily possible to focus several beams in the combustion chamber so that the combustion in the cylinder is even and complete. The beam can be supplied via light guides, so that the laser apparatus need not be attached directly to the cylinder head.

Basically, all laser devices are suitable for the optical ignition of the fuel-air mixture, which generate laser pulses in the above-mentioned energy range from approximately 0.1 watt seconds to one watt second and a time period of approximately 5 to 50 nanoseconds. At the current state of laser technology In particular ^'solid state laser with Neodymatomen in a host material (for example, yttrium-aluminum garnet - YAG -, or glass, or yttrium lithium fluoride - YLF -) capable of in the near infrared spectral range, it being possible for these laser preferably with a diode laser to 800 nanometer wavelength radiates, can be pumped optically. Such systems achieve efficiencies in the conversion of electrical energy into optical energy of more than 10%, so that, for example for a four-stroke internal combustion engine at 3600 revolutions per minute, the following energy balance results for the ignition system of a cylinder:

Ignition energy per ignition 0.3 watt seconds (Ws)

Speed 3600 revolutions / minute Number of firings per minute 1800 firings / minute Number of firings per second 30 firings / second Average optical power of the laser 0.3 Ws x 30 / s = 9 watts efficiency 10 percent required electrical power 90 watts

Further embodiments and advantages of the invention result from the features further specified in the claims and from the exemplary embodiments specified below. The features of the claims can be combined with one another in any way insofar as they are not obviously mutually exclusive.

BRIEF DESCRIPTION OF THE DRAWING

The invention and advantageous embodiments and developments thereof are described and explained in more detail below with reference to the examples shown in the drawing. The features which can be gathered from the description and the drawing can be used according to the invention individually or in any combination in any combination. Show it: 1 to 3 schematic representation of an internal combustion engine with different supply of the cage molecules,

4 shows a schematic representation of an arc device with arcs deflected in regions into a combustion chamber and

5 and 6 schematic representation of two deflection variants of the arc.

WAYS OF CARRYING OUT THE INVENTION

A fuel / air mixture is supplied to a schematically illustrated internal combustion engine 10 via intake lines 12, which is ignited within the internal combustion engines in each case in a combustion chamber (not shown in more detail), and ^' thereby displaces a piston which is displaceable within a cylinder downwards, the Displacement of the piston is converted into a rotary movement via a crankshaft, not shown. The resulting exhaust gas is discharged from the combustion chamber via exhaust pipes 14.

A fuel / air mixture is fed to the intake lines 12 via a schematically illustrated mixture preparation device (carburetor) 16. A catalytic converter device 18 is arranged in the collective exhaust gas line 14.1, which reduces the pollutants present in the exhaust gas. A measurement line 20.1, 20.2 is present upstream and downstream of the catalyst device 18, which conducts measurement signals with regard to the exhaust gas composition to a schematically illustrated control device 22. Depending on the signals received, the control device 22 regulates the fuel preparation in the carburetor 16 via the line 24, by correspondingly controlling various manipulated variables. The supply of fuel or air to the carburetor 16 is not shown in FIGS. 1 to 3.

The preparation and supply of the fuel / air mixture can alternatively take place cylinder-specifically via the intake lines 28 ^' . In the present case there are four cylinders, ie four combustion chambers.

The control device 22 also outputs its values to a cage molecule addition device 30 via a line 32 which, according to FIG. 1, supplies cage molecules to the respective combustion chambers via the lines 32. The cage molecule addition device 30 is also shown schematically via a Line 34 shown signals supplied which characterize the operating parameters of the internal combustion engine 10. These parameters are evaluated and the addition time, the addition quantity and the addition volume of the cage molecules are determined as a function thereof. In the present case, this is done cylinder-specifically.

The internal combustion engine 10 shown in FIGS. 2 and 3 essentially differs in the line routing relating to the cage molecule addition device 30. The same components have the same reference numerals and will not be explained again.

According to FIG. 2, the control device 22 emits a signal via the control line 32 to the cage molecule addition device 30, which delivers the cage molecules to the mixture preparation system 16 via a line 38 as a function of the operating characteristics of the fuel machine 10.

Corresponding signals for the operating parameters of the internal combustion engine are likewise applied to the control device 22 via the measuring line 34.1. The internal combustion engine 10 shown in FIG. 3 is similar to that shown in FIG. 1. In contrast to the internal combustion engine 10 according to FIG. 1, however, the cage molecules here do not become direct via the cage molecule supply device 30

05 added to the combustion chamber, but in special antechambers 40, in which intensive mixing or swirling takes place with the supplied fuel / air mixture. Only then does the fuel / air mixture mixed with the cage molecules reach the actual combustion chamber.

10

FIG. 4 schematically shows the upper area of a cylinder 50 of an internal combustion engine, in which a piston 52 is slidably mounted. The inner area between the cylinder wall and the top of the piston forms the combustion chamber

15 54. In the upper apex area of the combustion space 54 there is an opening 56 to which a pipe section 58 connects. The pipe section 58 opens into a pipe region 60 arranged at right angles thereto, at the front ends of which an electrode 62 is present. The electrodes

20 62 are controlled via an RC element. The voltage supply is not explicitly shown. At the same time there is a switching unit 68 which opens and closes in a predeterminable cycle sequence, in the closed state as a result of the discharge of the capacitor C between the electrodes

25 62 an arc 64 arises. Due to the integrally formed tube section 58 in the central area of the tube area 60, turbulence or deflection forces arise which cause the arc 64 to be deflected in this area and down through the tube section 48 into the combustion chamber.

30 opening space 54, taking on a more or less flame-like appearance. The formation of this flame-shaped area 66 favors the combustion in the combustion space 54 as a result of the enlarged surface of the arc, which increases in terms of fuel consumption.

35 ches and the resulting pollutants has a beneficial effect. Another variant of the arc guidance is shown in FIG. Here, the arc 70 generated between the electrodes 62 is guided in an arc from the start, the opening tube section 72 being present in the region of the apex of the arc 70 and ^' the arc being moved in the desired direction to the combustion chamber by the magnetic field of its own current' .

FIG. 6 shows schematically that the deflection of the arc 64 generated between the electrodes 6 ^' 2 can also be generated by a magnetic force M.

The method according to the invention ensures low fuel consumption and at the same time compliance with reduced pollutant values in the exhaust gas. The method according to the invention is not restricted to the addition of Kägig molecules. Rather, the method according to the invention can be used anywhere in which combustion-promoting and / or exhaust-gas-reducing additives are fed in depending on the operating state of the internal combustion engine.

Adequate performance can also be maintained in any partial load range.

FIG. 7 schematically shows an optical laser ignition system with an optical fiber and focusing optics for a cylinder of an internal combustion engine. The laser device 80 consists of an Nd.YAG laser 82 with an optical switch 84 for generating the giant pulses of 5 to 50 nanoseconds in duration, a diode laser 86 for optically pumping the Nd.YAG laser and a power supply and control unit 88 , which are connected to the diode laser 86 and to the optical switch 84 via the electrical lines 90, 92. The control unit is integrated in the conventional engine control in order to specify the ignition timing and possibly also the ignition energy, which is not shown here. The diode laser pumps the Nd.YAG laser in a continuous wave or pulsed with a pulse duration that can be a hundred to ten thousand times longer than the optical laser pulses.

The combustion chamber of the internal combustion engine is ü_ -; a focusing device 96 and an optical fiber 94 are connected to the laser device. The focusing device 96 can be screwed into the cylinder housing 50 like a conventional spark plug. It also contains optics for adapting the focusing lens 98 to the light guide. In addition, an aperture 102 is required to prevent the optics from becoming dirty. The focusing lens focuses the laser beam 104 into the focal point 106, in which the ignition plasma is generated. By thus initiated combustion of the fuel-air mixture the piston 52 is moved downward and can mech _'African work on the - proposed for the internal combustion engine crankshaft - not shown further here.

Claims

EXPECTATIONS

01) Method for operating an internal combustion engine, in which intake air is supplied to at least one combustion chamber, - the intake air is mixed with fuel to form a fuel / air mixture, the drive energy for operating the internal combustion engine by burning the fuel / air mixture is generated in the combustion chamber with a predeterminable clock frequency, -. the exhaust gas formed by the combustion is expelled, characterized in that the intake air and / or the fuel / air mixture and / or the exhaust gas have open or closed cage molecules, preferably fullerenes, fullerene derivatives, fullerites, heterofullerenes, heterofullerene derivatives, fullerene fragment and / or heterofullerene fragment derivatives.

02) Method according to claim 1, which also means that the supply of the cage molecules as a function of the operating parameters of the internal combustion engine, in particular

Temperature, speed, throttle valve position and / or the signals from a catalyst device present in the exhaust gas stream, preferably with a lambda probe, can be controlled / regulated.

03) Method according to claim 1 or 2, characterized in that the temperature of the supplied cage molecules and / or the supplied fuel / air mixture and / or the intake air can be controlled depending on the operating parameters of the internal combustion engine. 04) Method according to one or more of the preceding claims, characterized in that the cage molecules are fed directly to the at least one combustion chamber.

05) Method according to one or more of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that the cage molecules indirectly, d. H. preferably via an upstream antechamber to which at least one combustion chamber is supplied.

06) Method according to one or more of the preceding claims, that the cage molecules are added in solid or gaseous state or in a solvent in dissolved form.

07) Method according to one or more of the preceding claims, that the cage molecules are added in the form of an aerosol or a suspension.

08) Method according to one or more of the above

Claims, d a d u r c h g e k e n n z e i c h n e t that known fuel additives are added to the cage molecules, the binding to the cage molecule preferably by

Accumulation and / or doping and / or embedding and / or admixture is given or takes place chemically. 09) The method according to claim 8, characterized in that said additives at least by lead alkyls, preferably tetra- äthylenblei (TEL) and / or tetramethyl lead (TML) and in particular ^• ""',"Separate in admixture with organic halides, and / or aromatic amines, and / or oxygen-containing compounds, in particular methanol, ethanol, isopropyl alcohol, ether or ketones, or methyl tert-butyl ether (2-methyl-2-methoxypropane) are formed.

10) Method according to one or more of the preceding claims, ^" characterized in that the additives are formed at least by organic phosphorus or boron compounds.

11) Method according to one or more of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that the additives are formed at least by lubricating oil components.

12) Method according to one or more of the preceding claims, that the additives form or split off O and / or OH radicals.

13) Method according to one or more of the preceding claims, characterized in that the cage molecules together with one or more of the additives mentioned can be supplied in a predetermined, variable weight or volume quantity at least during a combustion cycle. 14) Procedure, according to one or more of the preceding claims, characterized in that the KäfI .leküle together with one or more of the additives mentioned are supplied to the ignition area within the combustion chamber.

15) Method according to one or more of the preceding claims, d a d u r c h g e k e n n e e c h n e t that the sucked air and / or the cage molecules before and / or during their supply and / or the exhaust gas is exposed to a corona discharge.

16) Method according to one or more of the preceding claims, with at least one catalyst device present in the exhaust gas flow of the internal combustion engine, characterized in that the surface of the catalyst device exposed to the exhaust gas is at least partially provided with cage molecules which are capable of containing the exhaust gas components To bind and / or split and / or oxidize carbon monoxide (CO), hydrocarbons, nitrogen oxides (NOx) and / or soot particles, preferably in the presence of a catalyst material.

17) Method according to one or more of the preceding claims, characterized in that an ion measurement is carried out in the combustion chamber and / or before and / or after the catalyst device in the exhaust gas flow, the measurement results of which are used to regulate the composition of the fuel / air mixture. 18) Method according to one or more of the preceding claims, characterized in that a sensor measurement, preferably cylinder-specific with regard to the exhaust gas components according to claim 17, is carried out, the output signals of which influence the supply of the cage molecules.

19) Method, in particular according to one or more of the preceding claims, characterized in that a cyclical arc is generated outside the at least one combustion chamber, which is deflected in some areas essentially transversely to its longitudinal direction through an opening into the combustion chamber, so that in the A flame-like arc arises in certain areas in the combustion chamber.

20) Method according to claim 19, d a d u r c h g e k e n n z e i c h n e t that the deflection takes place by magnetic forces.

21) Method, in particular according to one or more of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that the use of a conventional ignition device is dispensed with and at least one combustion chamber is periodically supplied with a chemical ignition agent, the addition quantity / volume / time of which is preferably dependent on the operating parameters of the internal combustion engine.

22) Method according to one or more of the preceding claims, characterized in that the use of a conventional ignition device is dispensed with is and at least one laser pulse is supplied to at least one combustion chamber, the peak power of which produces an optical breakdown and initiates the combustion of the fuel-air mixture.