WO2006074777A1 - Moteur a combustion interne et procede permettant de faire fonctionner ledit moteur - Google Patents

Moteur a combustion interne et procede permettant de faire fonctionner ledit moteur Download PDF

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Publication number
WO2006074777A1
WO2006074777A1 PCT/EP2005/013348 EP2005013348W WO2006074777A1 WO 2006074777 A1 WO2006074777 A1 WO 2006074777A1 EP 2005013348 W EP2005013348 W EP 2005013348W WO 2006074777 A1 WO2006074777 A1 WO 2006074777A1
Authority
WO
WIPO (PCT)
Prior art keywords
combustion chamber
combustion
air reservoir
control valve
opening
Prior art date
Application number
PCT/EP2005/013348
Other languages
German (de)
English (en)
Inventor
Peter Kozuch
Original Assignee
Daimlerchrysler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Publication of WO2006074777A1 publication Critical patent/WO2006074777A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • 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
    • F02B19/02—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder
    • F02B19/04—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder the isolation being effected by a protuberance on piston or cylinder head
    • 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
    • F02B19/16—Chamber shapes or constructions not specific to sub-groups F02B19/02 - F02B19/10
    • 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
    • F02B21/00—Engines characterised by air-storage chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0276—Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • 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
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/20—Feeding recirculated exhaust gases directly into the combustion chambers or into the intake runners
    • 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
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/37—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with temporary storage of recirculated exhaust gas
    • 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
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • F02M26/43—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders in which exhaust from only one cylinder or only a group of cylinders is directed to the intake of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/10—Providing exhaust gas recirculation [EGR]
    • 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 invention relates to an internal combustion engine, in particular a direct-injection diesel engine, and a method for operating such an internal combustion engine.
  • DE 43 16 991 C2 describes a method for operating an internal combustion engine with a combustion chamber and an air reservoir, which is connected via a closable by a control valve opening with the combustion chamber, wherein the control valve during the compression stroke before the start of fuel injection in the The combustion chamber is opened to push air into the air reservoir, and the control valve is reopened at the end of the combustion cycle to inject the stored air into the combustion chamber and to increase the turbulence of the combustion gases in the combustion chamber.
  • the air reservoir is connected via a closable connecting line to an exhaust line of the internal combustion engine. tied, so that in the braking operation of the internal combustion engine, the air can flow from the combustion chamber via the air storage throttled into the exhaust pipe.
  • German Utility Model DE 299 03 834 U1 discloses a method for operating an internal combustion engine having a combustion chamber and an air reservoir, the air reservoir being connected to the combustion chamber via an outlet opening which can be closed by a first control valve and via an inlet opening which can be closed by a second control valve is.
  • the exhaust port is openly controlled to store compressed air into the air reservoir and the intake port is openly controlled in the second half of the combustion stroke to return the stored compressed air back to the combustion chamber thus increasing the gas pressure on the piston, which leads to a fuel economy of the internal combustion engine.
  • Object of the present invention is in contrast to provide an internal combustion engine and a method for operating an internal combustion engine, with which the nitrogen oxide and soot emissions of the internal combustion engine can be significantly improved.
  • the internal combustion engine includes a combustion chamber and an air reservoir, which is connected via a closable by a control valve opening with the combustion chamber.
  • the opening to the air reservoir is openly controlled by the control valve at the beginning of the combustion cycle and at the end of the combustion cycle.
  • a portion of the compressed air flows from the combustion chamber into the air reservoir, so that the pressure and the temperature of the combustion gases are lowered in the combustion chamber, resulting in a reduction of nitrogen oxide formation during the combustion process.
  • the air stored in the air reservoir flows back into the combustion chamber, so that the increased oxygen content in the combustion chamber improves soot oxidation. Overall, therefore, the nitrogen oxide and soot emissions of the internal combustion engine are significantly reduced.
  • the above object is achieved by a method for operating an internal combustion engine having the features of claim 4 or FIG. an internal combustion engine having the features of claim 9 solved.
  • the internal combustion engine includes a first combustion chamber of a first cylinder, a second combustion chamber of a second cylinder and an air reservoir.
  • the air storage is about one of a first Control valve closable first opening with the first combustion chamber and connected via a closable by a second control valve second opening with the second combustion chamber; and the first cylinder is operated with an early center of gravity of combustion, while the second cylinder is operated with a late center of gravity of the combustion.
  • the first opening to the air reservoir is openly controlled by the first control valve at the beginning of the combustion stroke of the first cylinder, and the second opening to the air reservoir is openly controlled by the second control valve at the end of the combustion stroke of the second cylinder.
  • the first cylinder with the early center of gravity of combustion produces a relatively high level of nitrogen oxide formation
  • the second cylinder with the later focal length of the combustion causes a higher soot formation with simultaneously reduced nitrogen oxide formation.
  • a portion of the compressed air from the combustion chamber is directed into the air reservoir, so that the pressure and the temperature of the combustion gases are lowered in the combustion chamber, resulting in a reduction of Nitrogen oxide formation during the combustion process leads.
  • this air flows from the first cylinder to the end of the combustion cycle of the second cylinder in the combustion chamber, so that the soot oxidation is improved by the increased oxygen content in the combustion chamber. Overall, therefore, the nitrogen oxide and soot emissions of the internal combustion engine are significantly reduced.
  • the air reservoir in each case be connected to the combustion chamber via a plurality of openings, which can be closed via correspondingly a plurality of control valves.
  • the openings are arranged to the air reservoir around an injection valve of the combustion chamber around.
  • the air reservoir is formed spherical, and the j e election openings are connected via a tangential channel with the air reservoir.
  • the air reservoir is formed in a piston of the combustion chamber.
  • the opening (s) of the air reservoir is / are advantageously arranged annularly around a piston recess of the piston.
  • the openings of the air reservoir are close to the injection jet or. at the rich areas in the combustion chamber, where the soot formation takes place; Heat losses could be minimized by the quasi-adiabatic air storage; and the air flowing out of the air reservoir could give an impulse to the piston and increase the force exerted on the piston in the combustion stroke.
  • Fig. 4 is a schematic cross-sectional view analogous to FIG. 3 through a part of a cylinder head of an internal combustion engine according to a second preferred embodiment of the present invention.
  • the thermal nitrogen oxide formation takes place in hot areas behind the flame zone from a temperature of about 2,100 K and is mainly dependent on the temperature and the oxygen concentration.
  • the reactions generally freeze at the center of gravity (50% conversion point) of combustion due to the temperature threshold being undershot. After that, no more nitrogen oxides are formed.
  • the formation of soot during combustion partly proceeds in parallel with the formation of nitrogen oxide, but mainly later. It is the result of the competing, complex physical and chemical processes of soot formation and soot oxidation.
  • the nitrogen oxide formation can be effectively braked by lowering the temperature.
  • the soot oxidation process that competes with the soot formation can be improved by supplying oxygen, so that a larger proportion of the soot that is formed can be decomposed and the final concentration of soot after the end of combustion in the exhaust gas can be reduced.
  • the invention is therefore based on the idea of reducing the nitrogen oxide and soot emissions on the one hand to lower the temperature during the combustion process and on the other hand to provide an increased supply of oxygen toward the end of the combustion process.
  • the lowering of the temperature of the combustion process to reduce the nitrogen oxide is achieved by pushing out a portion of the compressed air from the combustion chamber into an air reservoir, whereby the pressure and thus the temperature in the combustion chamber can be reduced.
  • the soot oxidation in the second half of the combustion cycle is intensified by the supply of the air previously stored in the air storage previously stored back into the combustion chamber.
  • a cylinder head 1 of the internal combustion engine delimits a combustion chamber 2 in a cylinder 3 upwards. Down the combustion chamber 2 is delimited in a known manner by a piston 4, which is indicated only schematically in the figures.
  • an inlet opening 5, which is connected to an inlet channel 6 and is closable via an inlet valve 7, and an outlet opening 8, which is connected to an outlet channel 9 and is closable via an outlet valve 10, are arranged in a known manner. Further, the cylinder head carries a fuel injection valve eleventh
  • the control of the intake valve 7, the exhaust valve 10, the injection valve 11 and the spark plug for example, in a known manner for operating the internal combustion engine in four cycles.
  • the piston 4 moves downwards in the cylinder and sucks fresh air through the opened intake valve 7.
  • the piston moves with the inlet closed valve 7 and closed outlet valve 10 upwards and compresses the intake air.
  • the third incineration or Power stroke takes place with closed valves 7 and 10, first a direct injection of fuel in the compressed, hot air in the combustion chamber 2, which leads to a self-ignition of the fuel-air mixture. The resulting from the explosion of the combustion gases pressure drives the piston 4 down.
  • the fourth exhaust stroke the exhaust gases are emitted from the combustion chamber 2 through the outlet opening 8 into the outlet channel 9.
  • the opening 12 is closed by the control valve 14.
  • the control valve 14 is opened, so that a part of the compressed air flows from the combustion chamber 2 due to the higher pressure resulting from compression and progressive combustion in the combustion chamber 2 in the air reservoir. Due to the volume increase, the pressure and the temperature in the combustion chamber 2 decrease, which reduces the nitrogen oxide formation, as explained above. After completed partial or complete pressure equalization between the combustion chamber 2 and the air reservoir 13, the control valve 14 is closed again.
  • an air reservoir 13 is used with a volume of about 50 cm 3 .
  • This air storage volume corresponds to about one third of the compression volume, so that the compression ratio can be lowered from 17 to 13 through the opening of the control valve 14 at the beginning of the combustion cycle.
  • the air reservoir 13 is filled at 174 degrees crank angle and the control valve 14 is connected to closed again.
  • the control valve 14 can be opened again from about 200 degrees crank angle to support the soot oxidation, after the pressure in the combustion chamber 2 has dropped below the level of Ein towelsdrucks in the air reservoir 13 of about 100 bar.
  • the end of the combustion is in the example considered at 235 degrees crank angle.
  • FIG. 4 a second embodiment of an internal combustion engine according to the present invention will now be explained.
  • the cross-sectional view of FIG. 4 corresponds to the cross-sectional view of FIG. 3 to the first embodiment.
  • the two combustion chambers 2 a and 2 b are assigned a common air storage 13.
  • This common air accumulator 13 is connected via a first opening 12a, which is closable via a first control valve 14, to the first combustion chamber 2a and via a second opening 12b, which is closable via a second control valve 14b, to the second combustion chamber 2b.
  • the first cylinder with the first combustion chamber 2a is operated at low efficiency with an early center of gravity of combustion, resulting in a relatively high nitrogen oxide formation, while the second cylinder with the second combustion chamber 2b with a late center of gravity and thus with a lower nitrogen oxide but one relatively high soot formation is operated.
  • the air reservoir 13 via a plurality of openings 12, a plurality of first openings 12a and. several second Openings 12b with the j ekos combustion chamber 2, 2a, 2b to connect.
  • These multiple openings 12, 12a, 12b are then, of course, via a plurality of control valves 14, first control valves 14a and 14b. second control valves 14b closed.
  • a particularly advantageous variant of the first embodiment is the arrangement of the air reservoir 13 in the piston 4, wherein the opening (s) 12 is positioned, for example, annularly around the central piston recess around / are.
  • the openings 12 are in this case close to the fuel injection jet or. arranged at the rich areas in the combustion chamber, in which the soot formation takes place primarily.
  • the air reservoir 13 is quasi-adiabatic, so that heat losses can be minimized.
  • part of the lost volume change work will be delivered down to the piston 4 in the form of a pulse.
  • control valves 14, 14 a, 14 b there are various possible embodiments.
  • the control valves 14, 14a, 14b can be operated electrically, mechanically and / or hydraulically, they can have two discrete valve positions or be continuously adjustable, optionally the control valves 14, 14a, 14b can also be operated in a clocked manner.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

Procédé permettant de faire fonctionner un moteur à combustion interne qui comporte une chambre de combustion (2) et un réservoir d'air (13) raccordé à la chambre de combustion (2) via un orifice (12) pouvant être fermé à l'aide d'une soupape de commande (14). L'ouverture de l'orifice (12) menant au réservoir d'air (13) est commandée par la soupape de commande (14) au début du cycle de combustion et à la fin du cycle de combustion. Ainsi, au début du cycle de combustion, une partie de l'air comprimé passe de la chambre de combustion (2) dans le réservoir d'air (13) si bien que la pression et la température des gaz de combustion présents dans la chambre de combustion sont abaissées, ce qui conduit à une réduction de la formation d'oxyde d'azote pendant le processus de combustion. A la fin du cycle de combustion, l'air accumulé dans le réservoir d'air (13) revient dans la chambre de combustion (2) si bien que l'oxydation de la suie est améliorée par la proportion plus élevée d'oxygène.
PCT/EP2005/013348 2005-01-13 2005-12-13 Moteur a combustion interne et procede permettant de faire fonctionner ledit moteur WO2006074777A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005001719A DE102005001719A1 (de) 2005-01-13 2005-01-13 Brennkraftmaschine und Verfahren zum Betrieb derselben
DE102005001719.3 2005-01-13

Publications (1)

Publication Number Publication Date
WO2006074777A1 true WO2006074777A1 (fr) 2006-07-20

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PCT/EP2005/013348 WO2006074777A1 (fr) 2005-01-13 2005-12-13 Moteur a combustion interne et procede permettant de faire fonctionner ledit moteur

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DE (1) DE102005001719A1 (fr)
WO (1) WO2006074777A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2025915A1 (fr) * 2007-08-14 2009-02-18 Ifp Procédé pour réintroduire des gaz d'échappement à l'admission d'un moteur à combustion interne et moteur utilisant un tel procédé

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3785355A (en) * 1973-03-02 1974-01-15 Gen Motors Corp Engine with internal charge dilution and method
US3814065A (en) * 1969-12-11 1974-06-04 Volkswagenwerk Ag Combustion engine with additional air inlet valve
GB1534480A (en) * 1977-04-06 1978-12-06 Moiroux A Internal combustion engine
US4282845A (en) * 1979-03-21 1981-08-11 Toyota Jidosha Kogyo Kabushiki Kaisha Internal combustion engine with exhaust gas accumulation chamber
US4526139A (en) * 1983-09-09 1985-07-02 Medlinsky Edward I Internal combustion engine
DE3720865A1 (de) * 1987-06-24 1989-01-05 Opel Adam Ag Luftverdichtende brennkraftmaschine, insbesondere dieselmotor
DE3908288A1 (de) * 1988-03-25 1989-10-05 Avl Verbrennungskraft Messtech Verfahren zum betrieb einer brennkraftmaschine und einrichtung zur ausfuehrung des verfahrens
DE4316991A1 (de) * 1993-05-21 1994-12-08 Daimler Benz Ag Verfahren zum Betrieb einer luftverdichtenden Brennkraftmaschine

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3814065A (en) * 1969-12-11 1974-06-04 Volkswagenwerk Ag Combustion engine with additional air inlet valve
US3785355A (en) * 1973-03-02 1974-01-15 Gen Motors Corp Engine with internal charge dilution and method
GB1534480A (en) * 1977-04-06 1978-12-06 Moiroux A Internal combustion engine
US4282845A (en) * 1979-03-21 1981-08-11 Toyota Jidosha Kogyo Kabushiki Kaisha Internal combustion engine with exhaust gas accumulation chamber
US4526139A (en) * 1983-09-09 1985-07-02 Medlinsky Edward I Internal combustion engine
DE3720865A1 (de) * 1987-06-24 1989-01-05 Opel Adam Ag Luftverdichtende brennkraftmaschine, insbesondere dieselmotor
DE3908288A1 (de) * 1988-03-25 1989-10-05 Avl Verbrennungskraft Messtech Verfahren zum betrieb einer brennkraftmaschine und einrichtung zur ausfuehrung des verfahrens
DE4316991A1 (de) * 1993-05-21 1994-12-08 Daimler Benz Ag Verfahren zum Betrieb einer luftverdichtenden Brennkraftmaschine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2025915A1 (fr) * 2007-08-14 2009-02-18 Ifp Procédé pour réintroduire des gaz d'échappement à l'admission d'un moteur à combustion interne et moteur utilisant un tel procédé
FR2920034A1 (fr) * 2007-08-14 2009-02-20 Inst Francais Du Petrole Procede pour reintroduire des gaz d'echappement a l'admission d'un moteur a combustion interne et moteur utilisant un tel procede
US8505517B2 (en) 2007-08-14 2013-08-13 Ifp Method for reintroducing exhaust gas to the intake of an internal-combustion engine and engine using same

Also Published As

Publication number Publication date
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