WO2016027845A1 - Moteur à combustion interne du type à allumage par compression - Google Patents

Moteur à combustion interne du type à allumage par compression Download PDF

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Publication number
WO2016027845A1
WO2016027845A1 PCT/JP2015/073315 JP2015073315W WO2016027845A1 WO 2016027845 A1 WO2016027845 A1 WO 2016027845A1 JP 2015073315 W JP2015073315 W JP 2015073315W WO 2016027845 A1 WO2016027845 A1 WO 2016027845A1
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WO
WIPO (PCT)
Prior art keywords
electrode
igniter
injector
discharge
generator
Prior art date
Application number
PCT/JP2015/073315
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English (en)
Japanese (ja)
Inventor
池田　裕二
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イマジニアリング株式会社
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Publication date
Application filed by イマジニアリング株式会社 filed Critical イマジニアリング株式会社
Priority to JP2016544243A priority Critical patent/JP6635341B2/ja
Publication of WO2016027845A1 publication Critical patent/WO2016027845A1/fr

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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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/06—Fuel-injectors combined or associated with other devices the devices being sparking plugs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P13/00—Sparking plugs structurally combined with other parts of internal-combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P23/00—Other ignition
    • F02P23/04—Other physical ignition means, e.g. using laser rays
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/01—Electric spark ignition installations without subsequent energy storage, i.e. energy supplied by an electrical oscillator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/02—Arrangements having two or more sparking plugs

Definitions

  • the present invention relates to a compression ignition type internal combustion engine such as a diesel engine using liquid fuel such as light oil.
  • Diesel engines which is a type of compression ignition type internal combustion engine, ignition is performed by injecting liquid fuel into air that has become hot during the compression stroke.
  • Diesel engines are excellent in efficiency and can be applied to various types of fuels (petroleum fuels such as light oil and heavy oil, squalene and ester liquid fuels), and can be applied to various engines ranging from small high-speed engines to huge low-speed engines for ships. It has the advantage of being able to. *
  • Patent Document 1 It has also been proposed to reduce exhaust gas and combustion noise by performing injection prior to main injection (for example, Patent Document 1 and Non-Patent Document 1).
  • Retrofit technology improves engine exhaust performance by changing or adding parts to an existing engine.
  • emission regulations are imposed not only on new cars but also on used cars (see, for example, the homepage of the United States Environmental Protection Agency (EPA) in Non-Patent Document 2).
  • EPA United States Environmental Protection Agency
  • retrofit technology aimed at improving performance by exchanging only the engine and peripheral components has attracted attention. This market for retrofit technology is also called aftermarket.
  • Patent Document 1 and Non-Patent Document 1 also require highly accurate control of the injection amount and injection timing, and it is not easy to cope with various engine operating conditions. Although it has been actively conducted, it has not yet been put into practical use at this time. Even if it is realized, the system becomes expensive.
  • the expensive system does not meet the needs of aftermarket users who want to improve engine exhaust performance at a low cost.
  • the present invention has been made in view of the above points.
  • a compression ignition internal combustion engine includes an injector that injects liquid fuel, a booster circuit that boosts a microwave by a resonance structure, a first electrode that receives an output from the booster circuit, and a first electrode
  • An igniter having a second electrode provided in proximity, a generator for generating microwaves input to the igniter, and a control device for controlling the timing and magnitude of the microwaves generated by the generator, The generator is controlled so that discharge is performed between the first electrode and the second electrode of the igniter at a timing before the injector injects the fuel.
  • a compression ignition internal combustion engine includes an injector that injects liquid fuel, a booster circuit that boosts a microwave by a resonance structure, a first electrode that receives an output from the booster circuit, and a first electrode
  • An igniter having a second electrode provided in proximity, a generator for generating microwaves input to the igniter, and a control device for controlling the timing of discharge by the igniter by controlling microwave generation by the generator And the control device controls the generator so that the discharge is performed between the first electrode and the second electrode of the igniter at a timing when the injector injects the fuel or after the injector injects the fuel.
  • the repair method of the present invention relates to a compression ignition type internal combustion engine having an injector for injecting liquid fuel and a glow plug for assisting ignition of the liquid fuel, and the glow plug is used as a cylinder head of the compression ignition type internal combustion engine.
  • An igniter having a step of removing from the insertion hole, a step-up circuit for stepping up microwaves by a resonance structure, a first electrode for receiving an output from the step-up circuit, and a second electrode provided in the vicinity of the first electrode. Inserting.
  • a compression ignition type internal combustion engine capable of combustion control can be provided.
  • FIG. 1 is a diagram illustrating a configuration of a diesel engine 10.
  • 3 is a partial cross-sectional front view showing the configuration of the igniter 3.
  • FIG. 2 is a diagram showing an equivalent circuit of an igniter 3.
  • FIG. 3 is a diagram illustrating an example of timing control of fuel injection by an injector 1 and discharge by an igniter 3.
  • FIG. 6 is a diagram showing another example of timing control of fuel injection by the injector 1 and discharge by the igniter 3.
  • 1 is a diagram illustrating a configuration of a diesel engine 100.
  • FIG. 2 is a bottom view of a cylinder head of the diesel engine 100.
  • FIG. 2 is a bottom view of a cylinder head of a diesel engine 110.
  • FIG. 1 is a diagram illustrating a configuration of a diesel engine 200.
  • FIG. 3 is a partial cross-sectional front view showing a configuration of an injector unit 6.
  • FIG. 1 is a diagram illustrating a configuration of a diesel engine 10.
  • the diesel engine 10 is an example of a compression ignition type internal combustion engine of the present invention.
  • the engine body is shown in a partially sectional front sectional view.
  • an injector 1 for injecting light oil fuel into the combustion chamber 21 and an igniter 3 for igniting the fuel injected into the combustion chamber 21 are inserted into the cylinder head 21 of the diesel engine 10.
  • the igniter 3 is a kind of spark plug whose tip is discharged.
  • the microwave of the 2.45 GHz band generated by the microwave (MW) generator 42 resonates, and the microwave is boosted by the resonance, and the tip (discharge portion) ) Is a high voltage, and the discharge is generated at the tip.
  • the control device 41 controls the injection timing and injection pressure (injection magnitude) of the injector 1 and controls the microwave generator 42.
  • the microwave generator 42 generates an input voltage to the igniter 3 by using an oscillator that oscillates an AC signal of 2.45 GHz, a circuit that controls ON / OFF of the microwave, and a microwave generated from a power source of a car battery (for example, DC 12V).
  • An amplification circuit that performs amplification to meet the specifications is provided. That is, the control device 41 indirectly controls the igniter 3 by controlling the microwave generator 42. In other words, the discharge timing of the igniter 3 can be freely controlled by controlling the generation timing of the microwave by the microwave generator 42.
  • the igniter 3 includes an input portion 3a to which microwaves are input, a coupling portion 3b for performing capacitive coupling for the purpose of impedance matching between the microwave and the igniter 3, and an amplification / discharge portion 3c for performing voltage amplification and discharge. Divided.
  • the igniter 3 accommodates internal members by a case 31 made of conductive metal.
  • the input portion 3a is provided with an input terminal 32 for inputting a microwave generated by an external oscillation circuit and a first center electrode 33.
  • the first center electrode 33 transmits microwaves.
  • a dielectric 39 a such as ceramic is provided between the first center electrode 33 and the case 31.
  • the second center electrode 34 has a cylindrical configuration having a bottom portion on the amplification / discharge portion 3 c side, and the cylindrical portion surrounds the first center electrode 33.
  • the cylindrical inner walls of the rod-shaped first center electrode 33 and the cylindrical second center electrode 34 are opposed to each other, and the microwave from the first center electrode 33 is transmitted to the second center electrode 34 by capacitive coupling at the opposed portion. Is done.
  • the cylindrical portion of the second center electrode 34 is filled with a dielectric 39 b such as ceramic, and a dielectric 39 c such as ceramic is also provided between the second center electrode 34 and the case 31.
  • the third center electrode 35 and the discharge electrode 36 are provided in the amplification / discharge part 3c.
  • the third center electrode 35 is connected to the second center electrode 34, and the microwave of the second center electrode 34 is transmitted.
  • the discharge electrode 36 is attached to the tip of the third center electrode 35.
  • the third center electrode 35 has a coil component, and the microwave potential increases as it passes through the third center electrode 35. As a result, a high voltage of several tens of KV is generated between the discharge electrode 36 and the case 31, and a discharge occurs between the discharge electrode 36 and the case 31.
  • FIG. 3 is a diagram showing an equivalent circuit of the igniter 3.
  • a microwave (voltage V1, frequency 2.45 GHz) input from an external oscillation circuit (MW) is connected to a resonance circuit including a capacitor C3, a reactance L, and a capacitor C2 via a capacitor C1.
  • a discharge unit is provided in parallel with the capacitor C3.
  • C1 corresponds to the coupling capacitance, and mainly the positional relationship between the second center electrode 34 and the first center electrode 33 (distance between the electrodes and the area facing each other) and the material filled between the electrodes (in this example, It is determined by the ceramic structure dielectric 39b).
  • the first center electrode 33 may be configured to be movable in the axial direction in order to easily adjust the impedance.
  • the capacitance C2 is a grounded capacitance formed by the second center electrode 34 and the case 31, and is determined by the distance between the second center electrode 34 and the case 31, the facing area, and the dielectric constant of the dielectric 39c.
  • the case 31 is made of a conductive metal and functions as a ground electrode.
  • the reactance L corresponds to the coil component of the third center electrode 35.
  • the capacity C3 is a discharge capacity formed by the third center electrode 35, the discharge electrode 36, and the case 31. This is because (1) the shape and size of the discharge electrode 36 and the distance between the case 31, (2) the distance between the third center electrode 35 and the case 31, and (3) between the third center electrode 35 and the case 31. It is determined by the gap (air layer) 37 provided, the thickness of the dielectric 39d, and the like. If C2 >> C3, the potential difference between both ends of the capacitor C3 can be made sufficiently larger than V1, and as a result, the discharge electrode 36 can be set to a high potential. Furthermore, since C3 can be reduced, the area of the capacitor can be reduced.
  • the capacitance C3 is substantially determined by the portion of the third center electrode 35 and the case 31 that face each other across the dielectric 39d. In other words, the capacitance C3 can be adjusted by changing the length of the gap (air layer) 37 in the axial direction.
  • the coupling capacitance C1 When it can be considered that the coupling capacitance C1 is sufficiently small, the capacitance C3, the reactance L, and the capacitance C2 form a series resonance circuit, and the resonance frequency f can be expressed by Equation 1.
  • the igniter 3 is designed so that the discharge capacity C3, the coil reactance L, and the ground capacity C2 satisfy the relationship of Formula 1.
  • the igniter 3 generates a voltage Vc3 higher than the power supply voltage (the microwave voltage V1 input to the igniter 3) by a boosting method using a resonator. As a result, discharge occurs between the discharge electrode 36 and the ground electrode (case 31). When the discharge voltage exceeds the breakdown voltage of the gas molecules in the vicinity, electrons are emitted from the gas molecules, non-equilibrium plasma is generated, and the fuel is ignited.
  • the igniter 3 is advantageous for downsizing.
  • the igniter of the present invention is superior to a conventional igniter having a resonance structure (for example, Patent Document 2).
  • the control device 41 controls the injector 1 such that light oil fuel is injected into the combustion chamber 28 when the crank angle of the piston 27 is approximately between ⁇ 20 and +20 degrees.
  • the control device 41 is configured so that, at a timing before the injector 1 injects light oil fuel, the discharge is performed for a certain period between the discharge electrode 36 (first electrode) of the igniter 3 and the casing 41 (between the second electrodes) that is also the ground electrode.
  • the microwave generator 42 is controlled to be performed continuously (intermittently).
  • the igniter 3 is discharged for a certain period of time prior to the fuel injection, so that the gas in the vicinity of the igniter 3 is in a non-equilibrium plasma state.
  • active radicals OH radicals
  • ozone ozone
  • the like are generated and accumulated so that air and fuel are easily mixed.
  • OH radicals active radicals
  • ozone ozone
  • air and fuel can be mixed easily, ignition at a lower atmospheric pressure than before is possible, and as a result of less heat of vaporization, ignition at a lower temperature is possible.
  • the igniter 3 can be regarded as a substitute for the glow plug.
  • the igniter 3 can be said to have an effect of reducing the power consumption, and consequently, the effect of extending the life of the battery.
  • FIG. 5 shows another control example of fuel injection and discharge timing. It is effective to perform discharge by the igniter 3 during and after the injection in addition to before the fuel injection.
  • FIG. 6 is a diagram illustrating a configuration of a diesel engine 100 according to the second embodiment.
  • the engine body is shown in a partially sectional front sectional view.
  • FIG. 7 is a bottom view of the cylinder head 21 ′ of the diesel engine 100.
  • the present embodiment has six igniters 3.
  • the injector 1 has six injection nozzles, and six igniters are arranged corresponding to the directions of the respective injection nozzles. Thereby, it can discharge reliably with respect to the fuel injected from each nozzle. Moreover, before fuel injection, radicals in the region where fuel is injected can be effectively increased in advance.
  • FIG. 8 is a diagram showing a configuration of the diesel engine 110 according to the third embodiment, and in particular, a bottom view of the cylinder head 21 ′′ of the diesel engine 110.
  • a total of four igniters 3 are arranged between the intake ports 24, between the exhaust ports 26, and between the intake ports 24 and the exhaust ports 26. That is, by arranging four igniters at positions away from the injector 1, so to speak, ignition at multiple points is promoted. Moreover, the flame propagation distance is shortened by multi-point ignition, and the initial combustion period can be shortened, the main combustion period can be shortened and stabilized. In addition, due to the shortening of the flame propagation distance, the flame propagation is terminated before the self-ignition is reached, and knocking is suppressed. In addition, an effect of propagating flame to the center of the combustion chamber can be expected, heat loss on the cylinder wall surface at a low temperature can be reduced, and thermal efficiency can be improved. Further, NOx emission can be suppressed.
  • FIG. 9 is a diagram showing a configuration of a diesel engine 200 according to the fourth embodiment of the present invention.
  • the present embodiment is different from the first to third embodiments in that an injector unit 6 in which an injector and an igniter are integrated is employed.
  • FIG. 10 is a partial cross-sectional front view showing the configuration of the injector unit 6.
  • the injector unit 6 includes an injector 61, an igniter 3, and a casing 64 for housing them.
  • the igniter 3 is arranged on the central axis of the casing 64, and two injectors 61 are arranged adjacent to this.
  • the injector 61 is smaller than the injector 1 of the first embodiment because it is integrated with the igniter 3. Since the amount of fuel injection decreases as the injector is downsized, the injector unit 6 uses a plurality (two) of injectors to compensate for this.
  • the igniter 3 is the same as that used in the above-described embodiments.
  • the diesel engine 200 also achieves similar effects such as NOx and soot reduction by performing injection control and discharge control similar to those in the first and second embodiments.
  • this embodiment needs to be accommodated in the injector unit 6 and the injector specifications are different from those of the first and second embodiments, the injection timing control is slightly different.
  • the basic control contents are the same.
  • the igniter 3 may be smaller than the first embodiment, different in outer shape, or different in internal structure.
  • both the injector and the igniter are accommodated in the injector unit. Therefore, it is suitable as an aftermarket technology. That is, by removing an injector for an existing diesel engine and replacing it with the injector unit 6, effects such as improvement of fuel consumption and reduction of NOx are obtained.
  • the igniter 3 is not limited to the above, and other types such as a corona discharge plug (for example, EcoFlash (registered trademark of BorgWarner)) may be used.
  • a corona discharge plug for example, EcoFlash (registered trademark of BorgWarner)
  • EcoFlash registered trademark of BorgWarner
  • an igniter capable of continuous discharge at a high frequency is preferable in order to achieve the effects shown in the above embodiment.
  • the aspect of the first embodiment can also be applied as an aftermarket product.
  • the igniter 3 is disposed in the immediate vicinity of the injector 1, and this positional relationship is close to the relationship between the injector and the glow plug. Therefore, in a relatively old-fashioned diesel engine having a glow plug, the glow plug is once removed from the cylinder head and replaced with the igniter 3, thereby improving fuel consumption and reducing NOx. In other words, it is also suitable as an aftermarket technology.
  • Injector 3 Igniter 3a Input part 3b Coupling part 3c Amplification / discharge part 31 Case (ground electrode) 32 microwave input terminal 33 first center electrode 34 second center electrode 35 third center electrode 36 discharge electrode 37 gap 39 dielectric 6 injector unit 61 injector 64 casing 41 control device 42 microwave generator 100 diesel engine 110 diesel engine 200 diesel engine

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Optics & Photonics (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

Le problème décrit par la présente invention est de pourvoir à un moteur à combustion interne du type à allumage par compression permettant de commander la combustion. La solution selon l'invention comprend : un injecteur qui injecte du carburant liquide ; un allumeur qui comporte un circuit élévateur qui amplifie des micro-ondes au moyen d'une structure de résonance, une première électrode qui reçoit une sortie en provenance du circuit élévateur, et une seconde électrode qui est agencée à proximité de la première électrode ; un générateur qui génère les micro-ondes appliquées à l'allumeur ; et un dispositif de commande qui commande la synchronisation et l'intensité des micro-ondes produites par le générateur. Le dispositif de commande commande le générateur de sorte que l'électricité soit déchargée entre les première et seconde électrodes de l'allumeur pendant la période au cours de laquelle l'injecteur injecte du carburant.
PCT/JP2015/073315 2014-08-20 2015-08-20 Moteur à combustion interne du type à allumage par compression WO2016027845A1 (fr)

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JP2016544243A JP6635341B2 (ja) 2014-08-20 2015-08-20 圧縮着火式内燃機関の修理方法

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JP2014168007 2014-08-20
JP2014-168007 2014-08-20

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Citations (6)

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JP2009508045A (ja) * 2005-09-09 2009-02-26 ビーティーユー インターナショナル インコーポレイテッド 内燃機関用マイクロ波燃焼システム
JP2011134636A (ja) * 2009-12-25 2011-07-07 Denso Corp 高周波プラズマ点火装置
JP2013011247A (ja) * 2011-06-30 2013-01-17 Nippon Soken Inc 内燃機関の制御装置
JP2013015077A (ja) * 2011-07-04 2013-01-24 Daihatsu Motor Co Ltd 火花点火式内燃機関
WO2013042597A1 (fr) * 2011-09-22 2013-03-28 イマジニアリング株式会社 Dispositif de génération de plasma, et moteur à combustion interne

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JP2001263215A (ja) * 2000-03-17 2001-09-26 Kubota Corp ディーゼルエンジンの予熱装置
JP2001317360A (ja) * 2000-05-01 2001-11-16 Shigeru Nagano ディーゼルエンジン
JP5248731B2 (ja) * 2000-06-08 2013-07-31 ナイト，インコーポレイティド 燃焼強化システムおよび燃焼強化方法
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JP2013231355A (ja) * 2010-03-26 2013-11-14 Hiromitsu Ando 着火制御装置
JP5842195B2 (ja) * 2011-01-31 2016-01-13 イマジニアリング株式会社 エンジンの洗浄装置
JP5988287B2 (ja) * 2011-10-31 2016-09-07 ダイハツ工業株式会社 内燃機関の制御装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005536684A (ja) * 2002-08-28 2005-12-02 ローベルト　ボツシユ　ゲゼルシヤフト　ミツト　ベシユレンクテル　ハフツング 内燃機関における空気燃料混合気の点火装置
JP2009508045A (ja) * 2005-09-09 2009-02-26 ビーティーユー インターナショナル インコーポレイテッド 内燃機関用マイクロ波燃焼システム
JP2011134636A (ja) * 2009-12-25 2011-07-07 Denso Corp 高周波プラズマ点火装置
JP2013011247A (ja) * 2011-06-30 2013-01-17 Nippon Soken Inc 内燃機関の制御装置
JP2013015077A (ja) * 2011-07-04 2013-01-24 Daihatsu Motor Co Ltd 火花点火式内燃機関
WO2013042597A1 (fr) * 2011-09-22 2013-03-28 イマジニアリング株式会社 Dispositif de génération de plasma, et moteur à combustion interne

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JPWO2016027845A1 (ja) 2017-11-30

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