WO2007110232A1 - Combustion process of an internal combustion engine, and internal combustion engine - Google Patents
Combustion process of an internal combustion engine, and internal combustion engine Download PDFInfo
- Publication number
- WO2007110232A1 WO2007110232A1 PCT/EP2007/002711 EP2007002711W WO2007110232A1 WO 2007110232 A1 WO2007110232 A1 WO 2007110232A1 EP 2007002711 W EP2007002711 W EP 2007002711W WO 2007110232 A1 WO2007110232 A1 WO 2007110232A1
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- injection
- combustion chamber
- internal combustion
- combustion engine
- combustion
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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
- F02B23/0669—Details related to the fuel injector or the fuel spray having multiple fuel spray jets per injector nozzle
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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
- F02B23/0663—Details related to the fuel injector or the fuel spray having multiple injectors per combustion chamber
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
- F02D41/403—Multiple injections with pilot injections
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
- F02D41/405—Multiple injections with post injections
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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
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B2023/103—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector having a multi-hole nozzle for generating multiple sprays
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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
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-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
- 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
- F02B23/0636—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 having a substantially flat and horizontal bottom
- F02B23/0639—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 having a substantially flat and horizontal bottom the combustion space having substantially the shape of a cylinder
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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
- F02B23/0678—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets
- F02B23/0693—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets the combustion space consisting of step-wise widened multiple zones of different depth
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
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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
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
- F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
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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
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
- F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
- F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
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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
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
- F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
- F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
- F02M45/08—Injectors peculiar thereto
- F02M45/086—Having more than one injection-valve controlling discharge orifices
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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
-
- 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
- Y02T10/40—Engine management systems
Definitions
- the invention relates to a combustion method of an internal combustion engine according to the preamble of patent claim 1 and an internal combustion engine in which the combustion method is used.
- the direct fuel injection into the combustion chamber is usually subdivided into a plurality of partial injections such as a pilot injection, a main injection and possibly a post-injection.
- the individual partial injections are generally carried out with the same injection system components and therefore in identical areas of the combustion chamber.
- a small pre-injection amount upstream of the actual main injection achieves advantages in terms of noise and nitrogen oxide emissions compared to combustion without pre-injection.
- the pre-injected fuel burns before combustion of the main injection and increases the temperature in the combustion chamber.
- the ignition delay for the fuel of the main injection shortens and the proportion of premixed combustion becomes smaller in proportion to the diffusion-controlled combustion. This reduces the maximum pressure increase (“diesel shock") and the peak temperature during combustion, which both lowers the noise level of the engine and reduces the formation of nitrogen oxides during combustion.
- the increase in the proportion of diffusion-controlled combustion has a negative effect on the soot formation and thus the soot emission. This is particularly evident in the case of a pre-injection quantity which is only minimally above the ideal value and in which the soot emissions increase disproportionately.
- the higher soot emission is not only due to the larger proportion of diffusion-controlled combustion, but also to other influencing factors.
- the local air ratio for the main injection is reduced by the pre-injection fuel already reacted there, which both increases soot formation and reduces soot oxidation during combustion.
- EP 1 045 136 A1 discloses a combustion method having the features of the preamble of claim 1 and an internal combustion engine which operates according to this combustion method. There, the fuel is injected in a lower part load range at a shallow angle to the piston crown. In a higher part-load range, the fuel is injected at a steeper angle to the piston head in a central region of the combustion chamber.
- the invention has for its object to provide a combustion method of an internal combustion engine with direct injection of the fuel into the combustion chamber by means of one or more injectors, are avoided in the soot formation and soot emission or at least greatly reduced.
- a combustion method In a combustion method according to the invention, load-independent always takes place a pilot injection into central regions of the combustion chamber and a main injection into the outer region of the combustion chamber. Due to the spatial separation of the pilot injection from the main injection, the formation of soot, which occurs during fuel injection into an already ignited combustion chamber volume, avoided or greatly reduced. As a result, soot emissions are largely avoided.
- the temperature range of the nitrogen oxide formation can be left out, so that the formation of harmful nitrogen oxides is also kept low.
- post-injection is often provided both to improve exhaust emissions and to initiate particulate filter regeneration.
- a late post-injection as is necessary for the exhaust gas temperature increase in a particle filter regeneration, penetrate the injection jets due to the already significantly reduced cylinder pressure far into the combustion chamber and even to the cylinder wall. This leads to wetting of the wall and an entry of fuel into the lubricating oil of the engine, whereby the lubricating properties of the oil deteriorate and the engine wear increases.
- a further development of the combustion process according to the invention therefore provides, according to dependent claim 5, a cylinder-axis post-injection into central combustion chamber regions, which avoids wetting of the cylinder wall and thus a possible lubricating oil dilution.
- soot formation when used in a diesel engine, soot formation can be reduced to such an extent that the current limit values for soot emission, which are permitted by EU regulations, can be exceeded without the use of a particulate filter.
- FIG. 1 shows a partial section through the upper part of a cylinder with piston, combustion chamber and injectors for pre-injection and main injection of an internal combustion piston engine according to the invention.
- FIG. 2 shows a partial section as in FIG. 1 of an embodiment of the invention with only one injector for the pilot and main injection;
- FIG. 3 shows the spatial orientation of pre-injection and time-dependent main injection in an internal combustion engine according to FIG. 2;
- FIG. 4 shows the spatial orientation of pre-injection and time-sequential main injection in an internal combustion engine according to FIG. 1;
- Fig. 5 is a partial section through the upper part of a cylinder with piston, combustion chamber and an injector for pilot and main injection in a further embodiment of the invention, wherein the part of the combustion chamber is stepped in the piston.
- FIG. 1 shows schematically cylinder 10 and piston 11 with combustion chamber 5 of a self-igniting internal combustion engine (diesel engine) with two independently controllable injectors, namely a vertically directed into the combustion chamber main injector 1 for the main injection 2 and a tilted into the combustion chamber 5 pre-injector.
- the pilot injection 3 takes place with the pre-injector 4 in central, ie near the cylinder axis, areas of the combustion chamber.
- the main injection 2 takes place with the main injector 1 in outer, ie with respect to the cylinder axis more radially located combustion chamber areas. This results in a complete spatial separation of the combustion chamber areas in which the pre-injected fuel burns, from the combustion chamber areas in which burns the main injected fuel.
- the piston 11 has a piston recess 6, which allows the greatest possible penetration depth of the pilot injection jets in the almost axial direction of the cylinder 10.
- the embodiment with the two injectors 1 and 4 also allows the use of a piston with a flat piston recess or a flat piston crown, because the pilot injection into central combustion chamber regions can also take place through the pre-injector in the nearly radial direction of the cylinder 10 parallel to the piston 11, such as this is described with reference to FIG. 5.
- Fig. 2 in the same parts with like reference numerals as in Fig. 1 and are not described again, shows the structure for a basically same injection sequence as in Fig. 1, but with only one injector, the two groups of nozzle holes with groups has separate control of the nozzle holes and thus also allows the temporal and spatial separation of the injections and the fuel jets.
- angles ⁇ for defining the pilot and main injection jets are indicated as follows: ⁇ i - angle of the outer envelope of the main injection jets ß n - angle of the inner envelope of the main injection jets ß 2 - tip cone angle of the main injection jets ß 3 - tip cone angle of the pilot injection jets
- angles ßi, ß n are in practice between 180 ° and 120 °.
- the angles ⁇ 2 and ⁇ 3 should be less than 120 °, preferably ⁇ 2 ⁇ 20 ° and ⁇ 3 ⁇ 30 °.
- the impact of the pre-injected fuel can be used on the piston to improve the evaporation of the pre-injected fuel and thus the mixture formation and to accelerate the ignition by the increased component temperature of the piston.
- FIGS. 3 and 4 show, by way of example, the spatial orientation of the conical injection jets of a pilot injection 3 into central combustion chamber regions in a piston depression 6 and of the conical injection jets of a main injection 2 into combustion chamber regions near the cylinder wall 9, which is common in modern diesel engines with direct injection.
- an embodiment with an injector 1 as shown in Fig. 2 is shown in Fig. 3.
- the modified embodiment with two injectors 1, 4 results in a spatial orientation of the injection jets of pilot injection 3 and main injection 2 according to FIG. 4.
- Fig. 5 shows in a further embodiment by way of example a piston 11 with a stepped piston recess 7.8, which may have different geometries such as rounding and angles.
- the piston bowl has a cup-shaped central region 8 penetrating deeply into the piston, which provides a large penetration depth for the injection jets of the pilot injection 3, and a plate-shaped, flat region 7 of larger diameter for the conventional main injection 2.
- the timing of pre-injection, main injection and post-injection is the same as in conventional processes, with pre-injection always beginning before main injection and always before post-injection.
- the individual injection phases can, as usual, take place completely separated from one another over time. According to the invention, however, a temporal overlap of the individual injection phases is possible.
- pilot injection 3 is carried out in combustion chamber regions which are separated from the regions of the following main injection 2.
- the invention is not limited to application to diesel engines. It can also be applied to today's gasoline engines with direct injection.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
A combustion process for an internal combustion engine, in particular a compression-ignition internal combustion engine, is distinguished by the fact that preinjection is effected into regions of the combustion chamber different from the regions into which the main injection is effected.
Description
MOT Forschungs- und Entwicklungsgesellschaft für Motorentechnik, Optik, Thermodynamik mbHMOT Research and Development Company for Engine Technology, Optics, Thermodynamics mbH
M31187PCTM31187PCT
Brennverfahren einer Brennkraftmaschine und BrennkraftmaschineCombustion process of an internal combustion engine and internal combustion engine
Die Erfindung betrifft ein Brennverfahren einer Brennkraftmaschine gemäß dem Oberbegriff des Patentanspruchs 1 und eine Brennkraftmaschine, in der das Brennverfahren eingesetzt wird.The invention relates to a combustion method of an internal combustion engine according to the preamble of patent claim 1 and an internal combustion engine in which the combustion method is used.
Bei modernen Dieselmotoren wird die direkte Kraftstoffeinspritzung in den Brennraum meist in mehrere Teileinspritzungen wie eine Voreinspritzung, eine Haupteinspritzung und unter Umständen eine Nacheinspritzung unterteilt. Die einzelnen Teileinspritzungen erfolgen in der Regel mit denselben Einspritzsystemkomponenten und daher in identische Bereiche des Brennraums. Durch eine kleine, der eigentlichen Haupteinspritzung vorgelagerte Vorein- spritzmenge werden Vorteile bei den Geräusch- und Stickoxidemissionen im Vergleich zu einer Verbrennung ohne Voreinspritzung erzielt. Der voreingespritzte Kraftstoff verbrennt vor der Verbrennung der Haupteinspritzung und erhöht die Temperatur im Brennraum. Der Zündverzug für den Kraftstoff der Haupteinspritzung verkürzt sich und der Anteil an vorgemischter Verbrennung wird im Verhältnis zur diffusionskontrollierten Verbrennung kleiner. Dies reduziert den maximalen Druckanstieg („Dieselschlag") und die Spitzentemperatur während der Verbrennung. Dadurch wird sowohl das Geräuschniveau des Motors gesenkt als auch die Bildung von Stickoxiden während der Verbrennung vermindert.In modern diesel engines, the direct fuel injection into the combustion chamber is usually subdivided into a plurality of partial injections such as a pilot injection, a main injection and possibly a post-injection. The individual partial injections are generally carried out with the same injection system components and therefore in identical areas of the combustion chamber. A small pre-injection amount upstream of the actual main injection achieves advantages in terms of noise and nitrogen oxide emissions compared to combustion without pre-injection. The pre-injected fuel burns before combustion of the main injection and increases the temperature in the combustion chamber. The ignition delay for the fuel of the main injection shortens and the proportion of premixed combustion becomes smaller in proportion to the diffusion-controlled combustion. This reduces the maximum pressure increase ("diesel shock") and the peak temperature during combustion, which both lowers the noise level of the engine and reduces the formation of nitrogen oxides during combustion.
Die Erhöhung des Anteils diffusionskontrollierter Verbrennung wirkt sich jedoch negativ auf die Rußbildung und damit die Rußemission aus. Dies zeigt sich besonders bei einer auch nur minimal über dem Idealwert liegenden Voreinspritzmenge, bei der die Rußemissionen überproportional ansteigen. Die höhere Rußemission liegt nicht nur an dem größeren Anteil diffusionskontrollierter Verbrennung, sondern auch an weiteren Einflußfaktoren. Einerseits ist das lokale Luftverhältnis für die Haupteinspritzung durch den dort schon umgesetzten Kraftstoff der Voreinspritzung reduziert, was sowohl die Rußbildung erhöht als auch die Rußoxidation während der Verbrennung vermindert. Andererseits kann es zu einem direkten Kontakt von noch flüssigem Kraftstoff der Haupteinspritzung mit dem unter Umständen noch brennenden Kraftstoff der Voreinspritzung kommen.
Aus der EP 1 045 136 Al sind ein Brennverfahren mit den Merkmalen des Oberbegriffs des Anspruchs 1 und eine Brennkraftmaschine bekannt, die nach diesem Brennverfahren arbeitet. Dort wird der Kraftstoff in einem unteren Teillastbereich unter einem flachen Winkel zum Kolbenboden eingespritzt. In einem höheren Teillastbereich wird der Kraftstoff unter einem steileren Winkel zum Kolbenboden in einen zentralen Bereich des Brennraumes eingespritzt.The increase in the proportion of diffusion-controlled combustion, however, has a negative effect on the soot formation and thus the soot emission. This is particularly evident in the case of a pre-injection quantity which is only minimally above the ideal value and in which the soot emissions increase disproportionately. The higher soot emission is not only due to the larger proportion of diffusion-controlled combustion, but also to other influencing factors. On the one hand, the local air ratio for the main injection is reduced by the pre-injection fuel already reacted there, which both increases soot formation and reduces soot oxidation during combustion. On the other hand, there may be a direct contact of still liquid fuel of the main injection with the still possibly burning fuel of the pilot injection. EP 1 045 136 A1 discloses a combustion method having the features of the preamble of claim 1 and an internal combustion engine which operates according to this combustion method. There, the fuel is injected in a lower part load range at a shallow angle to the piston crown. In a higher part-load range, the fuel is injected at a steeper angle to the piston head in a central region of the combustion chamber.
Der Erfindung liegt die Aufgabe zugrunde, ein Brennverfahren einer Brennkraftmaschine mit Direkteinspritzung des Kraftstoffes in den Brennraum mittels einer oder mehrerer Einspritzeinrichtungen zu schaffen, bei dem Rußbildung und Rußemission vermieden oder zumindest stark reduziert werden.The invention has for its object to provide a combustion method of an internal combustion engine with direct injection of the fuel into the combustion chamber by means of one or more injectors, are avoided in the soot formation and soot emission or at least greatly reduced.
Diese Aufgabe ist durch ein Brennverfahren gemäß Patentanspruch 1 und eine Brennkraftmaschine gemäß Patentanspruch 8 gelöst.This object is achieved by a combustion method according to claim 1 and an internal combustion engine according to claim 8.
Bei einem Brennverfahren gemäß der Erfindung findet lastunabhängig stets eine Voreinspritzung in zentrale Bereiche des Brennraumes und eine Haupteinspritzung in äußere Bereich des Brennraumes statt. Durch die räumliche Trennung der Voreinspritzung von der Haupteinspritzung wird die Rußbildung, die bei Kraftstoffeinspritzung in ein bereits gezündetes Brennraumvolumen entsteht, vermieden oder sehr stark reduziert. Dadurch werden Rußemissionen weitestgehend vermieden. Durch die gestufte Verbrennung kann der Temperaturbereich der Stickoxidbildung ausgespart werden, so daß die Bildung von schädlichen Stickoxiden ebenfalls niedrig gehalten wird.In a combustion method according to the invention, load-independent always takes place a pilot injection into central regions of the combustion chamber and a main injection into the outer region of the combustion chamber. Due to the spatial separation of the pilot injection from the main injection, the formation of soot, which occurs during fuel injection into an already ignited combustion chamber volume, avoided or greatly reduced. As a result, soot emissions are largely avoided. By the stepped combustion, the temperature range of the nitrogen oxide formation can be left out, so that the formation of harmful nitrogen oxides is also kept low.
Bei Dieselmotoren mit Common-Rail-Einspritzung wird oft eine Nacheinspritzung sowohl zur Verbesserung der Abgasemissionen als auch zur Einleitung einer Partikelfilterregeneration vorgesehen. Gerade bei einer späten Nacheinspritzung, wie sie zur Abgastemperaturerhöhung bei einer Partikelfilterregeneration notwendig ist, dringen die Einspritzstrahlen aufgrund des schon deutlich abgesunkenen Zylinderdruckes weit in den Brennraum und sogar bis an die Zylinderwand vor. Dies führt zu einer Wandbenetzung und einem Eintrag von Kraftstoff in das Schmieröl des Motors, wodurch sich die Schmiereigenschaften des Öls verschlechtern und der Motorverschleiß erhöht. Eine Weiterbildung des erfindungsgemäßen Brennverfahrens sieht deshalb gemäß Unteranspruch 5 eine zylinderachsennahe Nacheinspritzung in zentrale Brennraumbereiche vor, was eine Benetzung der Zylinderwand und damit eine mögliche Schmierölverdünnung vermeidet.
Mit einem Brennverfahren und einer Brennkraftmaschine gemäß der Erfindung läßt sich bei Einsatz in einen Dieselmotor die Rußbildung so weit vermindern, daß die aktuellen, durch EU- Vorschriften zulässigen Grenzwerte für die Rußemission ohne Einsatz eines Partikelfilters unterschritten werden können.In common-rail injection diesel engines, post-injection is often provided both to improve exhaust emissions and to initiate particulate filter regeneration. Especially with a late post-injection, as is necessary for the exhaust gas temperature increase in a particle filter regeneration, penetrate the injection jets due to the already significantly reduced cylinder pressure far into the combustion chamber and even to the cylinder wall. This leads to wetting of the wall and an entry of fuel into the lubricating oil of the engine, whereby the lubricating properties of the oil deteriorate and the engine wear increases. A further development of the combustion process according to the invention therefore provides, according to dependent claim 5, a cylinder-axis post-injection into central combustion chamber regions, which avoids wetting of the cylinder wall and thus a possible lubricating oil dilution. With a combustion method and an internal combustion engine according to the invention, when used in a diesel engine, soot formation can be reduced to such an extent that the current limit values for soot emission, which are permitted by EU regulations, can be exceeded without the use of a particulate filter.
Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen angegeben.Advantageous embodiments of the invention are specified in the subclaims.
Die Erfindung ist im folgenden mit weiteren Einzelheiten anhand von Ausführungsbeispielen näher erläutert. Es zeigen:The invention is explained in more detail below with further details based on embodiments. Show it:
Fig. 1 einen Teilschnitt durch den oberen Teil eines Zylinders mit Kolben, Brennraum und Injektoren für Vor- und Haupteinspritzung einer Brennkraft-Kolbenmaschine gemäß der Erfindung;1 shows a partial section through the upper part of a cylinder with piston, combustion chamber and injectors for pre-injection and main injection of an internal combustion piston engine according to the invention.
Fig. 2 einen Teilschnitt wie Fig. 1 einer Ausführung der Erfindung mit nur einem Injektor für die Vor- und Haupteinspritzung;2 shows a partial section as in FIG. 1 of an embodiment of the invention with only one injector for the pilot and main injection;
Fig. 3 die räumliche Orientierung von Voreinspritzung und zeitlich nachfolgender Haupteinspritzung in einer Brennkraftmaschine gemäß Fig. 2;3 shows the spatial orientation of pre-injection and time-dependent main injection in an internal combustion engine according to FIG. 2;
Fig. 4 die räumliche Orientierung von Voreinspritzung und zeitlich nachfolgender Haupteinspritzung in einer Brennkraftmaschine gemäß Fig. 1 ; und4 shows the spatial orientation of pre-injection and time-sequential main injection in an internal combustion engine according to FIG. 1; and
Fig. 5 einen Teilschnitt durch den oberen Teil eines Zylinders mit Kolben, Brennraum und einem Injektor für Vor- und Haupteinspritzung in einer weiteren Ausführung der Erfindung, wobei der Teil des Brennraums im Kolben gestuft ausgebildet ist.Fig. 5 is a partial section through the upper part of a cylinder with piston, combustion chamber and an injector for pilot and main injection in a further embodiment of the invention, wherein the part of the combustion chamber is stepped in the piston.
Fig. 1 zeigt schematisch Zylinder 10 und Kolben 11 mit Brennraum 5 einer selbstzündenden Brennkraftkolbenmaschine (Dieselmotor) mit zwei unabhängig voneinander ansteuerbaren Injektoren, nämlich einem senkrecht in den Brennraum gerichteten Hauptinjektor 1 für die Haupteinspritzung 2 und einen geneigt in den Brennraum 5 zielenden Vorinjektor 4. Zuerst erfolgt die Voreinspritzung 3 mit dem Vorinjektor 4 in zentrale, also zylinderachsennahe Bereiche des Brennraums. Danach erfolgt die Haupteinspritzung 2 mit dem Hauptinjektor 1 in
äußere, also bezüglich der Zylinderachse mehr radial gelegene, Brennraumbereiche. Dadurch ergibt sich eine komplette räumliche Trennung der Brennraumbereiche, in denen der voreingespritzt Kraftstoff verbrennt, von den Brennraumbereichen, in denen der haupteingespritzte Kraftstoff verbrennt. Der Kolben 11 hat eine Kolbenmulde 6, die eine möglichst große Eindringtiefe der Voreinspritzstrahlen in nahezu axialer Richtung des Zylinders 10 erlaubt. Jedoch erlaubt die Ausführung mit den zwei Injektoren 1 und 4 auch die Verwendung eines Kolbens mit einer flachen Kolbenmulde oder einem ebenen Kolbenboden, weil die Voreinspritzung in zentrale Brennraumbereiche auch durch den Vorinjektor in nahezu radialer Richtung des Zylinders 10 parallel zum Kolben 11 erfolgen kann, wie diese anhand der Fig. 5 beschrieben ist.1 shows schematically cylinder 10 and piston 11 with combustion chamber 5 of a self-igniting internal combustion engine (diesel engine) with two independently controllable injectors, namely a vertically directed into the combustion chamber main injector 1 for the main injection 2 and a tilted into the combustion chamber 5 pre-injector. First, the pilot injection 3 takes place with the pre-injector 4 in central, ie near the cylinder axis, areas of the combustion chamber. Thereafter, the main injection 2 takes place with the main injector 1 in outer, ie with respect to the cylinder axis more radially located combustion chamber areas. This results in a complete spatial separation of the combustion chamber areas in which the pre-injected fuel burns, from the combustion chamber areas in which burns the main injected fuel. The piston 11 has a piston recess 6, which allows the greatest possible penetration depth of the pilot injection jets in the almost axial direction of the cylinder 10. However, the embodiment with the two injectors 1 and 4 also allows the use of a piston with a flat piston recess or a flat piston crown, because the pilot injection into central combustion chamber regions can also take place through the pre-injector in the nearly radial direction of the cylinder 10 parallel to the piston 11, such as this is described with reference to FIG. 5.
Fig. 2, in der gleiche Teile mit gleichen Bezugszahlen wie in Fig. 1 bezeichnet und nicht nochmals beschrieben sind, zeigt den Aufbau für einen prinzipiell gleichen Einspritzablauf wie bei Fig. 1, jedoch mit nur einem Injektor, der zwei Gruppen von Düsenlöchern mit gruppenweise getrennter Ansteuerung der Düsenlöcher hat und damit ebenfalls die zeitliche und räumliche Trennung der Einspritzungen bzw. der Kraftstoffstrahlen ermöglicht.Fig. 2, in the same parts with like reference numerals as in Fig. 1 and are not described again, shows the structure for a basically same injection sequence as in Fig. 1, but with only one injector, the two groups of nozzle holes with groups has separate control of the nozzle holes and thus also allows the temporal and spatial separation of the injections and the fuel jets.
In den Fig. 1 und 2 sind Winkel ß zur Definition der Vor- und Haupteinspritzstrahlen wie folgt angegeben: ßi - Winkel der äußeren Einhüllenden der Haupteinspritzstrahlen ßn - Winkel der inneren Einhüllenden der Haupteinspritzstrahlen ß2 - Spitzenkegelwinkel der Haupteinspritzstrahlen ß3 - Spitzenkegelwinkel der VoreinspritzstrahlenIn Figs. 1 and 2, angles β for defining the pilot and main injection jets are indicated as follows: βi - angle of the outer envelope of the main injection jets ß n - angle of the inner envelope of the main injection jets ß 2 - tip cone angle of the main injection jets ß 3 - tip cone angle of the pilot injection jets
Die Winkel ßi, ßn liegen in der Praxis zwischen 180° und 120°. Die Winkel ß2 und ß3 sollten kleiner als 120° sein, vorzugsweise ß2 < 20° und ß3 < 30°.The angles ßi, ß n are in practice between 180 ° and 120 °. The angles β 2 and β 3 should be less than 120 °, preferably β 2 <20 ° and β 3 <30 °.
Durch die zylinderachsennahe Voreinspritzung 3 in Richtung des Kolbens 11 kann das Auftreffen des voreingespritzten Kraftstoffs auf den Kolben genutzt werden, um durch die erhöhte Bauteiltemperatur des Kolbens die Verdampfung des voreingespritzten Kraftstoffs und damit die Gemischbildung zu verbessern und die Zündung zu beschleunigen.By the cylinder-axis pre-injection 3 in the direction of the piston 11, the impact of the pre-injected fuel can be used on the piston to improve the evaporation of the pre-injected fuel and thus the mixture formation and to accelerate the ignition by the increased component temperature of the piston.
Fig. 3 und Fig. 4 zeigen exemplarisch die räumliche Orientierung der kegelförmigen Einspritzstrahlen einer Voreinspritzung 3 in zentrale Brennraumbereiche in einer Kolbenmulde 6 sowie der kegelförmigen Einspritzstrahlen einer Haupteinspritzung 2 in Brennraumbereiche
nahe der Zylinderwand 9, die bei modernen Dieselmotoren mit Direkteinspritzung üblich ist. Dabei ist in Fig. 3 eine Ausführung mit einem Injektor 1 wie in Fig. 2 gezeigt dargestellt.FIGS. 3 and 4 show, by way of example, the spatial orientation of the conical injection jets of a pilot injection 3 into central combustion chamber regions in a piston depression 6 and of the conical injection jets of a main injection 2 into combustion chamber regions near the cylinder wall 9, which is common in modern diesel engines with direct injection. In this case, an embodiment with an injector 1 as shown in Fig. 2 is shown in Fig. 3.
Die abgewandelte Ausgestaltung mit zwei Injektoren 1, 4 ergibt eine räumliche Orientierung der Einspritzstrahlen von Voreinspritzung 3 und Haupteinspritzung 2 gemäß Fig. 4.The modified embodiment with two injectors 1, 4 results in a spatial orientation of the injection jets of pilot injection 3 and main injection 2 according to FIG. 4.
Fig. 5 zeigt in einer weiteren Ausführung exemplarisch einen Kolben 11 mit einer gestuften Kolbenmulde 7,8, die unterschiedliche Geometrien wie Abrundungen und Winkel aufweisen kann. Die Kolbenmulde hat einen tassenförmigen, tief in den Kolben vordringenden zentralen Bereich 8, der eine große Eindringtiefe für die Einspritzstrahlen der Voreinspritzung 3 bereitstellt, und einen tellerförmigen, flachen Bereich 7 größeren Durchmessers für die konventionelle Haupteinspritzung 2.Fig. 5 shows in a further embodiment by way of example a piston 11 with a stepped piston recess 7.8, which may have different geometries such as rounding and angles. The piston bowl has a cup-shaped central region 8 penetrating deeply into the piston, which provides a large penetration depth for the injection jets of the pilot injection 3, and a plate-shaped, flat region 7 of larger diameter for the conventional main injection 2.
Die zeitliche Abfolge von Voreinspritzung, Haupteinspritzung und Nacheinspritzung ist wie bei konventionellen Verfahren, wobei die Voreinspritzung immer vor der Haupteinspritzung und diese immer vor der Nacheinspritzung beginnen. Die einzelnen Einspritzphasen können wie üblich zeitlich voneinander gänzlich getrennt ablaufen. Erfindungsgemäß ist jedoch auch eine zeitliche Überschneidung der einzelnen Einspritzphasen möglich.The timing of pre-injection, main injection and post-injection is the same as in conventional processes, with pre-injection always beginning before main injection and always before post-injection. The individual injection phases can, as usual, take place completely separated from one another over time. According to the invention, however, a temporal overlap of the individual injection phases is possible.
Räumlich wird bei allen Ausführungen der Erfindung die Voreinspritzung 3 in Brennraumbereiche vorgenommen, die von den Bereichen der nachfolgenden Haupteinspritzung 2 getrennt sind.Spatially, in all embodiments of the invention, the pilot injection 3 is carried out in combustion chamber regions which are separated from the regions of the following main injection 2.
Die Erfindung ist nicht auf die Anwendung auf Dieselmotoren beschränkt. Sie läßt sich vielmehr auch auf die heute bekannten Otto-Motoren mit Direkteinspritzung anwenden.The invention is not limited to application to diesel engines. It can also be applied to today's gasoline engines with direct injection.
Die in der vorstehenden Beschreibung, den Ansprüchen und den Zeichnungen offenbarten Merkmale können sowohl einzeln als auch in beliebiger Kombination für die Verwirklichung der Erfindung in ihren verschiedenen Ausgestaltungen von Bedeutung sein.
MOT Forschungs- und Entwicklungsgesellschaft für Motorentechnik, Optik, Thermodynamik mbHThe features disclosed in the foregoing description, the claims and the drawings may be of importance both individually and in any combination for the realization of the invention in its various forms. MOT Research and Development Company for Engine Technology, Optics, Thermodynamics mbH
M31187PCTM31187PCT
BezugszeichenlisteLIST OF REFERENCE NUMBERS
1 Einspritzeinrichtung1 injection device
2 Haupteinspritzung2 main injection
3 Voreinspritzung3 pilot injection
4 Einspritzeinrichtung4 injection device
5 Brennraum5 combustion chamber
6 zentraler Bereich6 central area
7 tellerförmiger Bereich7 plate-shaped area
8 tassenförmiger Bereich8 cup-shaped area
9 Zylinderwand9 cylinder wall
10 Zylinder10 cylinders
11 Kolben ßl,ßn Kegelwinkel der Einhüllenden für die Haupteinspritzung h Spitzenkegelwinkel der Haupteinspritzung ß3 Spitzenkegelwinkel der Voreinspritzung
11 piston ßl, ßn cone angle of the envelope for the main injection h peak cone angle of the main injection ß 3 peak cone angle of the pilot injection
Claims
1. Brennverfahren einer Brennkraftmaschine, bei der Kraftstoff mittels einer oder mehrerer Einspritzeinrichtungen direkt in den Brennraum (5) eingespritzt wird, wobei der Einspritzvorgang in mindestens zwei Teileinspritzungen (2,3) unterteilt ist, die in unterschiedliche Bereiche (5,6,7,8) des Brennraums erfolgen, dadurch gekennzeichnet, daß eine Voreinspritzung (3) in zentrale Bereiche (6,8) und eine Haupteinspritzung (2) in äußere Bereiche (7) des Brennraums (5) mit freier räumlicher Anordnung der Einspritzstrahlen gerichtet wird.1. combustion method of an internal combustion engine, in which fuel is injected by means of one or more injection devices directly into the combustion chamber (5), wherein the injection process is divided into at least two partial injections (2,3) in different areas (5,6,7, 8) of the combustion chamber, characterized in that a pilot injection (3) into central regions (6,8) and a main injection (2) in outer regions (7) of the combustion chamber (5) is directed with a free spatial arrangement of the injection jets.
2. Brennverfahren nach Anspruch 1 , dadurch gekennzeichnet, daß die Voreinspritzung (3) mindestens einen Einspritzstrahl aufweist.2. combustion method according to claim 1, characterized in that the pilot injection (3) has at least one injection jet.
3. Brennverfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Haupteinspritzung (2) mindestens einen Einspritzstrahl aufweist und daß die Anzahl der Vor- und Haupt-Einspritzstrahlen gleich oder unterschiedlich ist.3. combustion method according to claim 1 or 2, characterized in that the main injection (2) has at least one injection jet and that the number of pre- and main injection jets is the same or different.
4. Brennverfahren nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die voreingespritzte Kraftstoffmenge kleiner als die haupteingespritzte Kraftstoffmenge ist.4. combustion method according to one of claims 1 to 3, characterized in that the pre-injected fuel quantity is smaller than the main injection fuel quantity.
5. Brennverfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß nach der Haupteinspritzung eine Nacheinspritzung in zylinderachsennahe Bereiche (6,8) des Brennraums erfolgt.5. Combustion process according to one of claims 1 to 4, characterized in that after the main injection, a post-injection takes place in areas near the cylinder axis (6, 8) of the combustion chamber.
6. Brennverfahren nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß die Einspritzstrahlen kegelförmig mit gleichen oder unterschiedlichen Kegelwinkeln ausgebildet sind. 6. combustion method according to one of claims 1 to 5, characterized in that the injection jets are formed conically with the same or different cone angles.
7. Anwendung eines Brennverfahrens nach einem der Ansprüche 1 bis 6 in einer selbstzündenden Brennkraftkolbenmaschine.7. Application of a combustion method according to one of claims 1 to 6 in a self-igniting internal combustion engine.
8. Brennkraftmaschine mit Brennraum (5) und einer Einspritzeinrichtung (1,4) zum Einspritzen von Kraftstoff in den Brennraum (5), wobei die Einspritzeinrichtung so ausgebildet ist, daß sie mindestens zwei , während unterschiedlicher Zeiträume erfolgende Einspritzungen (2,3) in jeweils unterschiedliche Bereiche (6,7,8) des Brennraums ermöglicht, nämlich eine Voreinspritzung in einen zentral, insbesondere in einer Kolbenmulde (6, 7, 8), gelegenen Bereich des Brennraums, und eine Haupteinspritzung in einen außerhalb des zentralen Bereiches gelegenen Bereich, der insbesondere nahe einer Zylinderwand (9) liegt.8. internal combustion engine with combustion chamber (5) and an injection device (1.4) for injecting fuel into the combustion chamber (5), wherein the injection device is designed so that they take place at least two, during different periods of injections (2,3) in each different areas (6,7,8) of the combustion chamber allows, namely a pilot injection into a central, in particular in a piston recess (6, 7, 8), located area of the combustion chamber, and a main injection in a region located outside the central region, in particular near a cylinder wall (9).
9. Brennkraftmaschine nach Anspruch 8, dadurch gekennzeichnet, daß die Einspritzeinrichtung mindestens zwei Injektoren (1,4) aufweist, von denen einer (1) für die Voreinspritzung (3) in den zentralen Bereich (6,8) und ein weiterer (4) für die Haupteinspritzung (2) in den außerhalb gelegenen Bereich des Brennraums (5) ausgebildet sind.9. Internal combustion engine according to claim 8, characterized in that the injection device has at least two injectors (1,4), of which one (1) for the pilot injection (3) in the central region (6,8) and another (4) for the main injection (2) are formed in the outlying region of the combustion chamber (5).
10. Brennkraftmaschine nach Anspruch 9, dadurch gekennzeichnet, daß jeder Injektor (1,4) mehrere Düsenlöcher aufweist, die gruppenweise jeweils zu unterschiedlichen Zeitpunkten zum Abgeben von Kraftstoff ansteuerbar und in die genannten unterschiedlichen Bereiche des Brennraums (5) gerichtet sind.10. Internal combustion engine according to claim 9, characterized in that each injector (1,4) has a plurality of nozzle holes, the groups are each directed at different times for dispensing fuel and in said different areas of the combustion chamber (5).
11. Brennkraftmaschine nach Anspruch 8, dadurch gekennzeichnet, daß die Einspritzvorrichtung einen einzigen Injektor (1) aufweist, der über zwei Gruppen von Düsenlöchern verfügt, die jeweils in die genannten unterschiedlichen Bereiche des Brennraums (5) gerichtet und gruppenweise zeitlich voneinander getrennt ansteuerbar sind.11. Internal combustion engine according to claim 8, characterized in that the injection device comprises a single injector (1), which has two groups of nozzle holes, which are directed in each case in the said different areas of the combustion chamber (5) and in groups separately timed controlled.
12. Brennkraftmaschine nach Anspruch 11 , dadurch gekennzeichnet, daß die eine Gruppe von Düsenlöchern im wesentlichen radial und die andere Gruppe von Düsenlöchern im wesentlichen axial bezüglich eines Zylinders (10) der Brennkraftmaschine ausgerichtet sind. 12. Internal combustion engine according to claim 11, characterized in that the one group of nozzle holes are aligned substantially radially and the other group of nozzle holes substantially axially with respect to a cylinder (10) of the internal combustion engine.
13. Brennkraftmaschine nach einem der Ansprüche 8 bis 12, dadurch gekennzeichnet, daß der Brennraum (5) in einem Zylinder (10) und/oder einem darin gleitbaren Kolben (11) vorgesehen ist, und daß der Teil des Brennraums im Kolben (11) gestuft mit einem flachen tellerförmigen Bereich (7) für die Haupteinspritzung (2) und mit einem tassenförmigen tiefen Bereich (8) für die Voreinspritzung ausgebildet ist (Fig.6). 13. Internal combustion engine according to one of claims 8 to 12, characterized in that the combustion chamber (5) in a cylinder (10) and / or a piston (11) slidable therein is provided, and that the part of the combustion chamber in the piston (11) Stepped is formed with a flat plate-shaped area (7) for the main injection (2) and with a cup-shaped deep area (8) for the pilot injection (Figure 6).
Priority Applications (1)
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EP07723657A EP1999350A1 (en) | 2006-03-27 | 2007-03-27 | Combustion process of an internal combustion engine, and internal combustion engine |
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DE102006014071.0 | 2006-03-27 | ||
DE102006014071A DE102006014071B3 (en) | 2006-03-27 | 2006-03-27 | Combustion process of an internal combustion engine and internal combustion engine |
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CN114165329A (en) * | 2021-12-17 | 2022-03-11 | 中国船舶重工集团公司第七一一研究所 | Combustion chamber assembly, method of organizing combustion, computer readable medium, internal combustion engine |
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- 2006-03-27 DE DE102006014071A patent/DE102006014071B3/en not_active Expired - Fee Related
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2007
- 2007-03-27 EP EP07723657A patent/EP1999350A1/en not_active Withdrawn
- 2007-03-27 WO PCT/EP2007/002711 patent/WO2007110232A1/en active Application Filing
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Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
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CN104204440A (en) * | 2012-04-11 | 2014-12-10 | 三菱重工业株式会社 | 2-cycle gas engine |
EP2837790A4 (en) * | 2012-04-11 | 2015-12-02 | Mitsubishi Heavy Ind Ltd | 2-cycle gas engine |
EP2672097A1 (en) * | 2012-06-05 | 2013-12-11 | ABB Turbo Systems AG | Injection system for compression-ignited diesel engines |
EP2703631A1 (en) * | 2012-08-31 | 2014-03-05 | Caterpillar Motoren GmbH & Co. KG | Injector configuration of a cylinder head of a dual fuel internal combustion engine |
CN103670769A (en) * | 2012-08-31 | 2014-03-26 | 卡特彼勒发动机有限及两合公司 | Injector configuration of a cylinder head of a dual fuel internal combustion engine |
CN114165329A (en) * | 2021-12-17 | 2022-03-11 | 中国船舶重工集团公司第七一一研究所 | Combustion chamber assembly, method of organizing combustion, computer readable medium, internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
DE102006014071B3 (en) | 2007-10-25 |
EP1999350A1 (en) | 2008-12-10 |
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