WO2008000096A1 - Procédé et système de modification et de régulation de combustion - Google Patents

Procédé et système de modification et de régulation de combustion Download PDF

Info

Publication number
WO2008000096A1
WO2008000096A1 PCT/CA2007/001178 CA2007001178W WO2008000096A1 WO 2008000096 A1 WO2008000096 A1 WO 2008000096A1 CA 2007001178 W CA2007001178 W CA 2007001178W WO 2008000096 A1 WO2008000096 A1 WO 2008000096A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
mixture
combustion chamber
acoustic energy
combustion
Prior art date
Application number
PCT/CA2007/001178
Other languages
English (en)
Inventor
Petru R. Scurtu
Terry P. Cleland
Gary J. Spicer
Original Assignee
Litens Automotive Partnership
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 Litens Automotive Partnership filed Critical Litens Automotive Partnership
Publication of WO2008000096A1 publication Critical patent/WO2008000096A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor

Definitions

  • the present invention relates to a system and method for the modification and control of combustion. More specifically, the present invention relates to a method and system for controlling the combustion of a mixture of fuel and air with acoustical energy.
  • combustion optimization in internal combustion engines has primarily concentrated on creating a proper stoichiometric mixture of fuel and air and appropriately arranging that mixture of fuel and air within the combustion chamber by carefully designing the shape of the combustion chamber.
  • Strategies such as employing stratified fuel air charges of richer and leaner mixtures have been successfully employed, as have various swirl or other fuel air mixing and positioning arrangements.
  • a method of controlling combustion of a mixture of fuel and air in a combustion chamber of an engine comprising: determining the volume of the combustion chamber and the amount of the mixture of fuel and air therein; applying acoustic energy to the mixture of fuel and air in the combustion chamber to alter the combustion characteristics of the mixture, the acoustic energy being applied at a frequency and power level dependent upon the determined volume and amount of the mixture.
  • a system for controlling combustion of a mixture of fuel and air in a combustion chamber of a gasoline engine comprising: a crankshaft position sensor; a mass airflow sensor; a throttle plate position sensor; at least one acoustic transducer operable to apply acoustic energy to the contents of the combustion chamber; and a control device responsive to outputs from the crankshaft position sensor, mass airflow sensor and throttle plate position sensor to control the transducer to apply acoustic energy to the contents of the combustion chamber to achieve a desired configuration of combustion.
  • a system for controlling combustion of a mixture of fuel and air in a combustion chamber of a diesel engine comprising: a crankshaft position sensor; a fuel control position sensor; at least one acoustic transducer operable to apply acoustic energy to the contents of the combustion chamber; and a control device responsive to outputs from the crankshaft position sensor and fuel control position sensor to control the transducer to apply acoustic energy to the contents of the combustion chamber to achieve a desired configuration of combustion.
  • a transducer for supplying acoustic energy to the combustion chamber of an internal combustion engine, comprising: at least one electrically driven source of acoustic energy; a plate in acoustical communication with the source of acoustical energy, the plate comprising a plurality of acoustic horns on one of its surfaces, each of the horns having a mouth diameter, profile and throat length selected to enhance the transfer of acoustic energy from the plate to a fuel air mixture in the combustion chamber.
  • the present invention provides a method and system for controlling combustion parameters for a fuel air mixture in a combustion chamber.
  • a wide range of desired results can be obtained which, for an engine employing the present invention, can improve power output, reduce fuel consumption and/or reduce undesired emissions.
  • the frequencies, power levels and patterns of acoustic energy applied to the contents of the combustion chamber can be varied according to engine operating conditions, loading, operating speed, fuel condition and a variety of other factors as will be apparent to those of skill in the art.
  • Figure 1 shows a schematic cross sectional side representation of a cylinder of an internal combustion engine incorporating a transducer of the present invention
  • Figure 2 shows a cross section through a prior art combustion chamber of a cylinder in an internal combustion engine
  • Figure 3 shows a cross section, taken along line 3-3 in Figure 1 , where the system and method of the present invention has been employed to create a substantially homogeneous distribution of fuel and air in the combustion chamber;
  • Figure 4 shows the cross section of Figure 3 with a distribution of a fuel air mixture influenced by the application of acoustic energy in a standing wave to create localized regions of increased and decreased pressure;
  • Figure 5 shows a perspective view of a multi-horn plate used with an acoustic energy transducer of Figure 1 ;
  • Figure 6 shows a detailed cross section through a cylinder head with the acoutstic energy transducer mounted on a ;
  • FIG. 7 shows a schematic of the control system of the present invention.
  • Figure 8 shows a cross section through a cylinder wall incorporating a transducer and a multi-horn plate of the present invention.
  • the present invention can be advantageously employed with two stroke gasoline engines, gas turbines, Wankel rotary engines and others. Further, while the discussion below focuses on normally aspirated engines, the present invention can also be advantageously employed with turbocharged or supercharged engines. Also, while only diesel and gasoline fuels are specifically discussed herein, the present invention is not limited to controlling the combustion of these fuels and it is contemplated that the combustion of any fuel in a fuel air mixture can be controlled with the present invention. In particular, the combustion of other liquid fuels such as kerosene, Jet A, Jet B, bio diesel, bunker oils, etc. can be controlled as can the combustion of fluidized solid fuels such as micro pulverized coal, etc.
  • engine 20 includes at least one cylinder 24 in which a piston 28 can move in a reciprocating manner and piston 28 is connected to a crankshaft 32 by a connecting rod 36.
  • the volume within cylinder 24, above piston 28, below a cylinder head 25, serves as a variable volume combustion chamber 38 in which a mixture of air and fuel is combusted to operate engine 20.
  • Each cylinder 24 further includes at least one inlet valve 40 and at least one exhaust valve 44.
  • the operation of each of inlet valve 40 and exhaust valve 44 is typically controlled via one or more camshafts (not shown) or any other suitable means, as will occur to those of skill in the art.
  • Engine 20 is a four cycle engine, so inlet valve 40 opens during the intake stroke of piston 28 to admit a mixture of fuel and air to combustion chamber 38, the fuel and air mixture typically being formed in an inlet manifold (not shown) upstream of inlet valve.
  • inlet valve 40 is closed and the fuel air mixture is compressed as the volume of combustion chamber 38 is reduced by the upward movement of piston 28 on the compression stroke.
  • piston 28 When piston 28 approaches, or passes, the top of its compression stroke (i.e. - the minimum volume of combustion chamber 38), the fuel air mixture is ignited by one or more spark plugs 52 which are electrically fired to ignite and combust the fuel air mixture. As the fuel air mixture is combusted and the gases in combustion chamber 38 expand, piston 28 is forced down on its power stroke and, after the power stroke of piston 28, exhaust valve 44 opens as piston 28 again moves up cylinder 24 on its exhaust stroke to allow the combustion waste products (exhaust) to exit combustion chamber 38. The cycle then repeats. While this discussion concerns four cycle engines, the present invention is not limited to four cycle engines and can also be advantageously employed with two cycle, Wankel cycle and other engine cycles.
  • combustion proceeds throughout the combustion chamber as a combustion front expands outward from the ignition point to the edges of the combustion chamber.
  • This moving combustion front results in several undesired combustion characteristics when compared to a more ideal combustion profile wherein ignition would occur at multiple ignition points to reduce the required time for the combustion of the fuel air mixture to be complete.
  • Some prior engine designs have employed two or more spark plugs 52 per cylinder in an attempt to increase the number of ignition points in combustion chamber 38 and, while such systems can perform somewhat better that single ignition point designs, they are still quite limited in their performance.
  • Figure 2 shows a distribution of the fuel air mixture in a prior art combustion chamber.
  • the stipple patterns are used to indicate the density and pressure of the mixture of fuel and air in the cylinder and, as will be apparent to those of skill in the art, the individual dots of the stipple are not intended to indicate individual molecules of the fuel air mixture.
  • the distribution of the fuel air mixture is not homogenous (as indicated by the irregular spacing of the stipple dots) and regions of increased fuel (richer mixture) and decreased fuel (leaner mixture) occur, as do variations in the pressure of the mixture. These irregularities in the distribution of the fuel air mixture result in less efficient combustion and increased exhaust emissions as the combustion front does not make a smooth expansion.
  • engine 20 includes at least one ultrasound transducer 56 per cylinder 24, each mounted externally of the combustion chamber 38.
  • ultrasound transducer 56 can be a piezoelectric element or any other electrically controllable transducer capable of applying acoustic energy to the fuel air mixture in combustion chamber 38.
  • transducer 56 applies acoustic energy to the cylinder 24, in the ultrasound range, which inturn transfers the acoustic energy to the fuel air mixture in combustion chamber 38 to alter combustion parameters of that mixture to improve the fuel efficiency of engine 20 and/or to reduce undesired exhaust emissions from engine 20.
  • acoustic energy generally at ultrasound frequencies of greater than twenty kilohertz, can be applied to the contents of combustion chamber 38 by transducer 56, although it is contemplated that in some circumstances advantageous effects can be obtained at frequencies lower than twenty kilohertz and the use of such lower frequencies is intended to be within the scope of the present invention.
  • acoustic energy generally at ultrasound frequencies of greater than twenty kilohertz
  • transducer 56 can be applied to the contents of combustion chamber 38 by transducer 56, although it is contemplated that in some circumstances advantageous effects can be obtained at frequencies lower than twenty kilohertz and the use of such lower frequencies is intended to be within the scope of the present invention.
  • 34.8 kilohertz has been found to produce advantageous results.
  • the acoustic energy applied to the contents of the combustion chamber is at medium to high at power levels, in the range from about one watt to about three hundred or more watts, which are sufficient to physically alter the combustion parameters of the fuel air mixture.
  • Such physical alterations can include movement and/or compression and rarefaction of the fuel and air molecules in the mixture.
  • the acoustic energy can be applied at a variety of specific frequencies, power levels and/or configurations to alter the distribution and/or pressure of the mixture of fuel and air in combustion chamber 38 as desired.
  • a moving wave can be induced in the fuel air mixture in combustion chamber 38 to create a more substantially homogeneous distribution, as shown in Figure 3, of the fuel air mixture in combustion chamber 38 prior to, or during, combustion of the mixture.
  • the mixture of fuel and air in combustion chamber 38 is distributed, more or less evenly, and the pressure of the mixture is substantially constant throughout combustion chamber 38.
  • a standing wave can be induced in the fuel air mixture in combustion chamber 38, as shown in Figure 4, wherein one or more bands 60 of increased pressure (as indicated by the decreased spacing between the stipple dots) can be induced in the fuel air mixture.
  • the ratio of fuel to air in the mixture in combustion chamber 38 must be higher for ignition to occur than is otherwise required or desired for optimal combustion.
  • a conventional gasoline engine typically runs with a higher ratio of fuel to air (a richer mixture) than is otherwise desired to ensure that ignition of the mixture can be properly initiated.
  • a leaner mixture of fuel and air can be ignited at an increased pressure than would be the case at a lower pressure.
  • higher pressure areas can be created when needed to assist in ignition of the fuel air mixture.
  • pre-ignition detonation
  • engine 20 can be operated under leaner operating conditions than would otherwise be the case, increasing fuel efficiency and reducing exhaust emissions.
  • the frequency and power levels required for transducer 56 to create a standing wave in combustion chamber 38 will depend on the volume of combustion chamber 38, and the amount of fuel air mixture in combustion chamber 38.
  • an engine control unit (not shown), such as those used to control ignition timing and fuel injector operation, or any other suitable control device, can determine the volume of combustion chamber 38 from the position of crankshaft 32 and can determine the amount of fuel air mixture in combustion chamber 38 from various known sensors, such as mass airflow sensors and/or throttle plate position sensors.
  • the engine control unit can then provide the necessary electrical signals directly to transducer 56, or to another controller (not shown) for transducer 56, to have transducer 56 apply the correct frequency and/or power level of acoustic energy to combustion camber 38 to create the desired wave.
  • the present invention is not limited to the use creation of a standing or moving waves in combustion chamber 38 and any desired pattern of acoustic energy can be created in combustion chamber 38.
  • a moving wave can be induced in combustion chamber 38 for a period prior to the point when ignition of the fuel air mixture occurs and a standing wave can be applied for a period after ignition to direct the combustion front or alter other parameters of the combustion of the fuel and air mixture.
  • Other combinations or patterns of waves can be applied, as desired, to alter the parameters of the combustion of the fuel air mixture as desired.
  • transducers 56 can be provided for each cylinder 24, each of which can be driven or excited at different frequencies.
  • various interference patterns can be imposed on the fuel air mixture to achieve a variety of potentially desirable effects such as inducing a grid or other arrangement of pressure differentials in the fuel air mixture or directing the fuel air mixture away from the walls of cylinder 24, etc.
  • diesel engines do not employ spark plugs to ignite their fuel air mixture and instead directly inject the fuel into combustion chamber 38 once a desired level of compression of the air therein has been achieved.
  • the heat generated by the compression of the contents of combustion chamber 38 results in the fuel air mixture igniting and combusting.
  • acoustic energy from transducer 56 By applying acoustic energy from transducer 56, various parameters of the ignition and combustion of the mixture of diesel fuel and air in combustion chamber 38 can be achieved.
  • extremely lean mixtures such as those proposed in Homogenous Charge Compression Ignition (HCCI) systems can be subjected to acoustic energy to create localized areas of higher and lower pressures to inhibit the undesired simultaneous ignition of the entire contents of combustion chamber 38.
  • HCCI Homogenous Charge Compression Ignition
  • transducer 56 can be part of the fuel injector. In such a case, transducer 56 can be used to better atomize the fuel as it is injected and can then be used to apply acoustic energy to combustion chamber 38, as described above. However, it is also contemplated that in many circumstances at least two transducers 56 will be employed with each cylinder 24 and that one of these two transducers 56 can be part of the injector while the other transducer 56 will be separate from the injector.
  • transducers 56 can be located on or connected to either or both of inlet valve 40 or exhaust valve 44, a wall of cylinder 24, the head gasket between the cylinder block and the head of cylinder 24, the inlet or exhaust manifold of engine 20, etc.
  • a transducer 56" for a cylinder 24 can be an acoustic lens transducer which is included as a component in the head gasket of engine 20 or otherwise located between the cylinder block and the cylinder head.
  • the acoustic lens transducer 56" can be annular as shown in Figure 9 and can act as a seal between the top of cylinder 24 and the head on engine 20.
  • Transducer 56" comprises an inner annular ring 71 and an outer annular ring 73.
  • a piezoelectric element or elements 75 is sandwiched between the inner annular ring 71 and outer annular ring 73.
  • the inner diameter of the inner annular ring 71 is the same as the cylinder 24, with which the transducer 56" is to be used.
  • transducer 56" By locating transducer 56" in this manner, electrical connections to the transducer can be routed through the head gasket and transducer 56" can be in direct (albeit limited) contact with the interior of combustion chamber 38.
  • transducers 56" in the head gasket it is contemplated that existing engine designs can be retrofit with the present invention without requiring redesign or re-machining merely by providing the transducer equipped head gasket and providing the necessary electrical control and sensor devices.
  • the transducer 56' comprises a pair of annular rings 91 , 93 that are mounted on opposite sides of piezoelectric elements 95.
  • Bolt 97 urges or sandwiches the piezoelectric elements 95 together.
  • Plate 81 has a cylindrical core 85 that has a threaded portion 99 that receives and mounts transducer 56'. The plate 81 is affixed to the cylinder head 25 at convenient locations via bolts 83.
  • the core 85 has a stem 87 that is affixed to the cylinder head 25 by screw 89.
  • Plate 81 is sized and configured such that plate 81 will be at a node of the wave generated by the transducer 56'. Additionally, plate 81 is spaced from the cylinder head so that the cylinder head 25 is also at a maximum or crest of the wave being generated. Thus, plate 81 is relatively stationary in supporting transducer 56'. As transducer 56' vibrates, the stem 87 transfers this vibration to the cylinder head 25, which will then transfer the vibration to the combustion chamber 38.
  • the plate 81 is not limited to being oriented parallel to the cylinder head 25. Plate 81 may be oriented at an angle relative to the cylinder head 25 to enable the transducer 56' to be mounted amongst the other engine elements, such an valves, spark plugs, fuel injectors etc. that are also normally located there.
  • transducer 56' includes a multi-horn plate 100, as illustrated in Figure 5, which transducer 56' drives and which serves as an impedance matching radiation source of acoustic energy.
  • the multi-horn plate 100 is mounted on an inside surface of the cylinder 24, preferably on the inside surface of the cylinder head 25.
  • the multi-horn plate 100 is spaced from the cylinder head 25 by a small gap, preferably in the 40 to 50 micron range, depending on the size and type of the cylinder 24.
  • the lower cut-off frequency of a horn is determined by the profile of the horn while the higher cut off frequency of the horn is determined by the total curvature of the radiated wave front at the mouth of the horn.
  • the bandwidth of a given horn increases with the length of the horn.
  • multi-horn plate 100 which features a plurality of small horns 104 on the surface of multi-horn plate 100 facing into the combustion chamber.
  • Each horn 104 can be appropriately designed to efficiently transfer acoustic energy from multi-horn plate 100 to the fuel air mixture in the combustion chamber, when multi-horn plate 100 is driven by transducer 56. In use, each horn 104 transfers acoustic energy to the fuel air mixture immediately adjacent its mouth.
  • groups of horns 104 of multi-horn plate 100 can be created with different diameters and profiles from other groups of horns 104 such that multi-horn plate 100 can efficiently transfer acoustic energy to fuel air mixtures which are at different densities and/or pressures, such as when the engine is operating at different speeds and/or load conditions.
  • one group of horns 104 which are optimized for a first set of pressure and/or density conditions can be arranged about multi-horn plate 100 plate and a second group of horns 104 which are optimized for another set pressure and/or density conditions can be also arranged about multi-horn plate 100.
  • multi-horn plate 100 can include more than two groups of such horns 104, if desired.
  • multi-horn plate 100 can be driven by more than one transducer 56, if desired.
  • multi-horn plate 100 can include apertures 108 to allow inlet or exhaust valves to open, apertures 112 for fuel injectors and/or spark plugs to access the cylinder, etc.
  • transducer 56, 56' and 56" can be employed as both the above-described combustion modification system and as a sensor to determine various parameters of combustion within cylinder 24.
  • transducer 56, 56' and 56" employs an element, such as a piezoelectric element or similar device, to convert electrical energy to acoustic energy, such elements typically also operate to convert acoustical energy into electrical energy.
  • transducer 56, 56" and 56" can provide an electrical signal to a control device 59, such as an engine control unit, and this signal can provide useful information, such as pressure changes, amplitudes, combustion timing, etc., regarding the combustion of the fuel air mixture with each cylinder 24.
  • This signal can be brought by a feedback loop to the control device to modify the parameters of the ultrasonic wave in terms of power, amplitude, and/or frequency. In such a way the combustion process can be closely monitored and kept under control towards the optimum.
  • the engine can be preprogrammed to operate with a randomly picked fuel and initiates a sequence of combustion.
  • the transducer 56, 56' and 56" senses the pressure wave produced by the combustion.
  • the control device will vary the parameters around this combustion pressure point, targeting the path towards the optimal function of the engine to produce maximum output power at minimum emissions.
  • multi-horn plate 100 will assist by effectively amplifying the signals provided by transducer 56, 56' and 56".
  • the present invention can also employ signals from transducer 56, 56' and 56" to appropriately control combustion in cylinder 24.
  • the present invention provides a method and system for controlling combustion parameters for a fuel air mixture in a combustion chamber.
  • a wide range of desired results can be obtained which, for an engine employing the present invention, can improve power output, reduce fuel consumption and/or reduce undesired emissions.
  • the frequencies, power levels and patterns of acoustic energy applied to the contents of the combustion chamber can be varied according to engine operating conditions, loading, operating speed, fuel condition and a variety of other factors as will be apparent to those of skill in the art. Compromises in the design of the combustion chamber, which previously required sacrifices under some operating conditions to achieve desired performance under other operating conditions can be mitigated, or avoided, as combustion parameters for the fuel air mixture in the combustion chamber can be varied with the acoustic transducers of the present invention.

Landscapes

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

Abstract

L'invention concerne un procédé et un système de régulation des paramètres de combustion du mélange air-carburant dans une chambre de combustion. En appliquant les fréquences, niveaux de puissance et diagrammes d'énergie acoustique appropriés au contenu de la chambre de combustion, il est possible d'obtenir une large gamme de résultats désirés qui, pour un moteur utilisant la présente invention, peut améliorer la puissance en sortie, réduire la consommation de carburant et/ou réduire les émissions indésirables. On peut faire varier les fréquences, niveaux de puissance et diagrammes d'énergie acoustique appliqués au contenu de la chambre de combustion selon les conditions de fonctionnement du moteur, sa charge, sa vitesse de fonctionnement, le type de carburant et divers autres facteurs qui apparaîtront à l'homme du métier.
PCT/CA2007/001178 2006-06-30 2007-07-03 Procédé et système de modification et de régulation de combustion WO2008000096A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US81789706P 2006-06-30 2006-06-30
US60/817,897 2006-06-30

Publications (1)

Publication Number Publication Date
WO2008000096A1 true WO2008000096A1 (fr) 2008-01-03

Family

ID=38845093

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CA2007/001178 WO2008000096A1 (fr) 2006-06-30 2007-07-03 Procédé et système de modification et de régulation de combustion

Country Status (1)

Country Link
WO (1) WO2008000096A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8309045B2 (en) 2011-02-11 2012-11-13 General Electric Company System and method for controlling emissions in a combustion system
WO2015177185A1 (fr) * 2014-05-21 2015-11-26 Robert Bosch Gmbh Chambre de combustion

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2454900A (en) * 1943-07-15 1948-11-30 Vang Alfred Method and means for carbureting air for fuel mixtures
US2737163A (en) * 1951-02-05 1956-03-06 Daimler Benz Ag Cooling of high frequency vibrating means in combustion chambers
FR2484018A1 (fr) * 1980-06-06 1981-12-11 Rockwell International Corp Chambre de combustion pour moteur diesel
US5027764A (en) * 1990-04-26 1991-07-02 Michael Reimann Method of and apparatus for igniting a gas/fuel mixture in a combustion chamber of an internal combustion engine
US5992354A (en) * 1993-07-02 1999-11-30 Massachusetts Institute Of Technology Combustion of nanopartitioned fuel
JP2001263115A (ja) * 2000-03-15 2001-09-26 Aisin Seiki Co Ltd 圧縮着火式ピストン内燃機関
US6450154B1 (en) * 2001-10-04 2002-09-17 Caterpillar Method for creating a homogeneous fuel charge in the combustion chamber through the use of ultrasound spray breakup

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2454900A (en) * 1943-07-15 1948-11-30 Vang Alfred Method and means for carbureting air for fuel mixtures
US2737163A (en) * 1951-02-05 1956-03-06 Daimler Benz Ag Cooling of high frequency vibrating means in combustion chambers
FR2484018A1 (fr) * 1980-06-06 1981-12-11 Rockwell International Corp Chambre de combustion pour moteur diesel
US5027764A (en) * 1990-04-26 1991-07-02 Michael Reimann Method of and apparatus for igniting a gas/fuel mixture in a combustion chamber of an internal combustion engine
US5992354A (en) * 1993-07-02 1999-11-30 Massachusetts Institute Of Technology Combustion of nanopartitioned fuel
JP2001263115A (ja) * 2000-03-15 2001-09-26 Aisin Seiki Co Ltd 圧縮着火式ピストン内燃機関
US6450154B1 (en) * 2001-10-04 2002-09-17 Caterpillar Method for creating a homogeneous fuel charge in the combustion chamber through the use of ultrasound spray breakup

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
FERGUSON C.R. ET AL.: "Internal Combustion Engines Applied Thermosciences", vol. 2ND ED., 2001, JOHN WILEY AND SONS, INC., pages: 7 - 8 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8309045B2 (en) 2011-02-11 2012-11-13 General Electric Company System and method for controlling emissions in a combustion system
WO2015177185A1 (fr) * 2014-05-21 2015-11-26 Robert Bosch Gmbh Chambre de combustion

Similar Documents

Publication Publication Date Title
US4770138A (en) Fuel injection type internal combustion engine
JP4441620B2 (ja) 気体燃料噴射内燃機関およびその運転方法
KR930008508B1 (ko) 피스톤의 공기실이 연소파의 진동수에 공명되는 내연기관
CA1220105A (fr) Systeme de combustion de carburant assistee par allumage
US20020053336A1 (en) Engine control system for constrolling in-cylinder fuel injection engine
US5275134A (en) Two stroke internal combustion engine having an intake piston adjacent each power piston
CN102713244A (zh) 在具有多个驱动器和/或电离控制的燃烧室中成形供应燃料
JPH05500252A (ja) 制御された燃焼機関のための方法およびシステム
CN101297109A (zh) 用于直接喷射控制式自动点火内燃机的燃烧控制方法
EP1200730B1 (fr) Procede de fonctionnement d'un moteur a combustion interne
US6866016B2 (en) System and method for controlling ignition in internal combustion engines
US11199155B2 (en) Piston crown for a combustion system and an associated method thereof
CN1263982A (zh) 燃油直喷式火花点火内燃机
WO2008000096A1 (fr) Procédé et système de modification et de régulation de combustion
JP2003049650A (ja) 圧縮自己着火式内燃機関
JP2002061556A (ja) ガソリンエンジン
US5505172A (en) Process and device for a two-stroke combustion-engine
US6295965B1 (en) Engine cylinder stratifier
US10082292B1 (en) Advanced lean burn injector igniter system
KR930008511B1 (ko) 내연기관에서의 래디컬 촉진연소방법
JP2004285928A (ja) エンジン及びその運転方法
Chung et al. Rapid bulk combustion of lean premixture by using radical injection method and an application to an actual engine
KR930008509B1 (ko) 내연기관용 피스톤
WO2019050511A1 (fr) Système d'allumeur d'injecteur à mélange pauvre avancé
JP5780943B2 (ja) 着火制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 07763844

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

NENP Non-entry into the national phase

Ref country code: RU

122 Ep: pct application non-entry in european phase

Ref document number: 07763844

Country of ref document: EP

Kind code of ref document: A1