EP1608856A1 - Moteur a combustion interne a auto-allumage - Google Patents

Moteur a combustion interne a auto-allumage

Info

Publication number
EP1608856A1
EP1608856A1 EP04724291A EP04724291A EP1608856A1 EP 1608856 A1 EP1608856 A1 EP 1608856A1 EP 04724291 A EP04724291 A EP 04724291A EP 04724291 A EP04724291 A EP 04724291A EP 1608856 A1 EP1608856 A1 EP 1608856A1
Authority
EP
European Patent Office
Prior art keywords
injection
fuel
combustion chamber
water
combustion
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP04724291A
Other languages
German (de)
English (en)
Inventor
Alois Raab
Martin Schnabel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1608856A1 publication Critical patent/EP1608856A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
    • 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
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • 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
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0227—Control aspects; Arrangement of sensors; Diagnostics; Actuators
    • 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
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • F02M43/04—Injectors peculiar thereto
    • 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
    • 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
    • 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 method for operating an internal combustion engine with auto-ignition, in particular a diesel internal combustion engine, according to the preamble of claim 1.
  • the heterogeneous type of combustion control inevitably results in very high pressures and high combustion temperatures due to the auto-ignition of the injected fuel in the combustion chamber, which in particular produces high NOx emissions. Furthermore, the fuel-rich zones result in considerable amounts of soot particles, some of which are oxidized at the high temperatures present.
  • a modern homogeneous internal combustion engine strives for a combined homogeneous / heterogeneous mode of operation with which an improved combustion is to be achieved.
  • a method is known from EP 509 372 B1, in which a gaseous main fuel and a liquid secondary fuel are used, the ignition of the main fuel being initiated with the secondary fuel.
  • the liquid secondary fuel is injected into the combustion chamber as a mixture of water and fuel in the form of a pilot injection.
  • the mixing of water with the liquid fuel serves to enable the pilot injection to initiate ignition of the main fuel and the volume of the mixture injected by the pump to be chosen in such a way that atomization can be designed precisely by means of the injection nozzle.
  • EP 459 083 B1 discloses a method for operating an internal combustion engine, in which water and diesel fuel are used, which are introduced into the combustion chamber of the internal combustion engine by means of a fuel / water injection device in such a way that fuel in an amount of between 5% is initially used during an injection. or more and 75% or less of a total fuel injection amount, then a predetermined amount of water and finally the remaining fuel are injected.
  • a fuel / water injection device in such a way that fuel in an amount of between 5% is initially used during an injection. or more and 75% or less of a total fuel injection amount, then a predetermined amount of water and finally the remaining fuel are injected.
  • both the fuel and the water are injected into the combustion chamber via a single fuel injection valve, so that a rise in temperature of a flame is suppressed in order to minimize the generation of NOx emissions.
  • the method according to the invention is characterized in that during suction, compression and / or explosion expansion stroke for cooling a mixture present in the combustion chamber, a liquid with a high evaporation enthalpy is introduced into the combustion chamber, so that an increase in pressure in the combustion chamber is reduced and, if necessary, an ignition timing of the pre-injection or main injection is delayed. Thus, a maximum temperature is still reduced.
  • the cooling liquid is preferably introduced into the combustion chamber with a high evaporation enthalpy during the intake and / or compression stroke. Furthermore, the ignition timing of the pre-injection and / or main injection can be delayed depending on the fuel quantity of the pre-injection.
  • the liquid is introduced into the combustion chamber before or after the start of the pre-injection.
  • the cooling liquid Through an almost simultaneous injection of the cooling liquid, the presence of the cooling liquid during the pre-injection due to the high enthalpy of vaporization of the liquid achieves the desired cooling effect before the ignition of the homogeneous mixture, which is formed by the early pre-injection. This delays the ignition timing of the pre-injection, reduces the pressure rise in the combustion chamber and lowers the temperature level.
  • the liquid is introduced into the combustion chamber after the pre-injection has ended.
  • the introduction of the cooling medium serving liquid takes place in this case after the ignition of the homogeneous mixture or after the ignition of the homogeneous mixture, whereby the pressure increase in the combustion chamber and a maximum temperature are reduced.
  • the introduction of the liquid into the combustion chamber is ended before the end of the main injection of the fuel.
  • the introduction of the cooling medium influences both the combustion of the homogeneous premix and the combustion of the heterogeneous part of the main injection, so that the pressure rise is reduced and the temperature level is reduced. This enables the start of injection of the injections and the pressure curve of the combustion to be optimized.
  • the liquid is introduced into the combustion chamber in the form of a quantity of water.
  • This removes heat from the fuel or the mixture in the combustion chamber without changing the composition of the mixture.
  • This is expedient and expedient in particular in a combustion process with pre-injection, main injection and possibly post-injection, since the injection times and fuel quantities of the partial injections carried out are regulated depending on the operating point.
  • another liquid with a comparable high enthalpy of vaporization is used instead of the introduction of water.
  • a second fuel can be introduced which has a vaporization enthalpy that is comparable to that of water.
  • the amount of water is mixed with the fuel during the pre-injection and / or the main injection within the injection device in such a way that the water is introduced into the combustion chamber in the form of a fuel / water emulsion. Consequently the desired cooling effect is ensured, since the water and fuel are mixed before the fuel is injected into the combustion chamber.
  • the amount of water is introduced into the combustion chamber by means of an additional injection device.
  • an additional injection device By introducing the water with a separate injector, high fuel injection pressures can be achieved without having to take into account the use of water in the fuel injection device.
  • the amount of water is mixed with the fuel during the pre-injection and / or the main injection within the injection device such that the water in the form of a fuel / water / fuel stratification or fuel / water stratification or water / fuel stratification - is introduced into the combustion chamber.
  • the pre-injection is carried out in a compression stroke range of approximately 150 ° KW to 30 ° KW before top dead center.
  • the pre-injection is preferably clocked. Due to the early pre-injection and any timing of the pre-injection, the basic mixture consisting of fuel, air and possibly exhaust gas is homogenized to a greater extent, so that a subsequent or simultaneous introduction of the amount of water can achieve targeted cooling.
  • the main injection and optionally the post-injection are carried out in succession around top dead center in a range from 20 ° KW before top dead center to 40 ° KW after top dead center.
  • the pressure of the fuel introduced into the combustion chamber is changed during an injection process. This is intended to avoid wetting the combustion chamber walls with fuel.
  • the injection pressure is preferably varied as a function of the operating point and / or according to a back pressure prevailing in the combustion chamber, so that the fuel wall wetting is minimized.
  • the pre-injection is carried out in a clocked manner, a fuel cloud of a fuel jet generated during an injection cycle being displaced or shifted laterally during the pre-injection by means of a swirl movement formed in the combustion chamber, so that during a subsequent injection cycle the newly injected fuel jets do not enter the fuel cloud the previous injection stroke penetrate.
  • This is intended to avoid wetting the combustion chamber walls with fuel and to achieve a greater homogenization of the pre-injected fuel quantity.
  • FIG. 1 shows a schematic cross section through a direct-injection internal combustion engine with auto-ignition
  • FIG. 2 shows a diagram for a schematic cylinder pressure curve during the combustion of a homogeneous mixture of the internal combustion engine according to FIG. 1 without the use of a cooling medium and / or exhaust gas recirculation,
  • FIG. 3 shows a schematic illustration of the fuel injection times of the combustion according to FIG. 2, 4 shows a diagram for a schematic cylinder pressure curve of the internal combustion engine from FIG. 1 during the combustion of a homogeneous mixture with exhaust gas recirculation and water injection,
  • FIG. 5 shows a diagram for a schematic cylinder pressure curve of a homogeneous / heterogeneous combined combustion of the internal combustion engine according to FIG. 1 without the use of a cooling medium and / or exhaust gas recirculation,
  • FIG. 6 shows a schematic illustration of a fuel injection strategy for the combustion according to FIG. 5,
  • FIG. 7 shows a schematic illustration of a fuel injection strategy of a homogeneous / heterogeneous combined combustion with a water injection of the internal combustion engine according to FIG. 1,
  • FIG. 8 shows a schematic illustration of a second exemplary embodiment of the combustion according to FIG. 7,
  • FIG. 9 shows a schematic illustration of a third exemplary embodiment of the combustion according to FIG. 7,
  • FIG. 10 shows a schematic illustration of a fourth exemplary embodiment of the combustion according to FIG. 7,
  • FIG. 11 shows a schematic illustration of a fifth exemplary embodiment of the combustion according to FIG. 7, and
  • FIG. 12 shows a diagram for a cylinder pressure curve of a homogeneous / heterogeneous combined combustion of the internal combustion engine according to FIG. 1 with a water injection.
  • 1 shows an internal combustion engine 1 in which a crankshaft 2 is driven by a piston 5 guided in a cylinder 9 via a connecting rod 4.
  • a combustion chamber 8 is formed in the cylinder 9 between the piston 5 and a cylinder head 10, which preferably comprises a piston recess 6 which is introduced into the piston crown 7.
  • the combustion chamber 8 becomes smaller, the air enclosed in it being compressed.
  • the gas exchange in the combustion chamber 8 takes place via gas exchange valves, not shown, which are arranged in the cylinder head 10.
  • a multi-hole injection nozzle 13 is arranged almost centrally in the cylinder head 10, being controlled by an electronic control unit 16 of an engine control system via a signal line 15 and an actuator 14, for example a piezoelectric or a hydraulic actuator.
  • the internal combustion engine 1 works according to the 4-stroke principle.
  • a cylinder pressure curve of a homogeneous combustion of the internal combustion engine 1 with auto-ignition is shown in FIG. 2, the corresponding fuel injection times being shown in FIG. 3.
  • the piston 5 moves in a downward movement from the top dead center 12 to a bottom dead center UT.
  • combustion air is supplied to the combustion chamber 8 via an inlet duct (not shown).
  • a certain amount of exhaust gas from a previous work cycle is preferably admixed to the combustion air supplied to the combustion chamber 8 by an exhaust gas recirculation valve.
  • the piston 5 moves in an upward movement from bottom dead center UT to an upper ignition dead center ZOT, fuel being injected into the combustion chamber 8 filled with compressed air shortly before ZOT.
  • the piston 5 moves to bottom dead center UT, with the exhaust gases then being pushed out of the combustion chamber 8 in a further extension stroke.
  • the time of the fuel injection can be between 150 ° KW and 30 ° KW before ZOT.
  • the fuel ignites through compression heat before ZOT, whereby the focus of combustion is clearly before OT.
  • the focus of the combustion is the piston position or the crank angle, at which a 50% conversion of the fuel mass involved in the combustion has taken place. According to FIG.
  • the pre-injection quantity is so small that the mixture becomes leaner, the ignition only takes place when the main injection quantity is injected, ie the main injection serves as an ignition jet. If the pre-injection quantity is large enough and the mixture does not lean out, the pre-injection quantity is ignited. With compression ratios between 12 and 21 and normal temperature boundary conditions of the intake air temperature, component temperature etc., the ignition takes place well before TDC, which results in a poor combustion center of the pre-injection quantity. Furthermore, the sudden combustion of the mixture leads to high pressure increases and, as a result, to pressure fluctuations. Influence on the ignition and the pressure increase of the pre-injection component, the main injection proportion and their maximum pressures and temperatures is achieved according to the invention by using a cooling liquid, for example water, and preferably in combination with exhaust gas recirculation.
  • a cooling liquid for example water
  • two injection strategies are preferred.
  • the introduction of a cooling medium preferably water or a second fuel with a high enthalpy of vaporization, can be carried out before the ignition of the homogeneous mixture, as a result of which the ignition timing is delayed and the pressure rise is reduced.
  • the cooling medium is introduced after the homogeneous mixture has ignited, which also results in a reduction in the pressure increase.
  • Fig. 4 shows a cylinder pressure curve in the combustion of a homogeneous mixture, in which a shift in the start of ignition and a reduction in the pressure rise is achieved by means of fuel cooling by injecting water in combination with exhaust gas recirculation, so that a shift in the center of gravity of the combustion after TDC while avoiding knocking combustion is achieved.
  • Combustion control by means of EGR and the use of cooling effects on the fuel are carried out.
  • a pre-injection VE is first carried out in a range between 150 ° KW and 30 ° KW before TDC, after which a main injection around top dead center, preferably between 30 ° KW before TDC and 30 ° KW after TDC, takes place.
  • 5 shows the pressure curve of such a combustion from a homogeneous and heterogeneous fraction.
  • a Water injection made so that a cylinder pressure curve according to FIG. 12 takes place.
  • the aim is to shift the start of ignition of the pre-injection quantity, to shift the center of gravity of the pre-injection combustion and to reduce the pressure increase.
  • the maximum combustion chamber temperature is also reduced.
  • FIG. 7 shows a first embodiment of such a fuel / water injection strategy for the internal combustion engine 1 to achieve a combustion chamber pressure curve according to FIG. 12.
  • part of the fuel is first injected into the combustion chamber 8 as a pre-injection, this pre-injection being able to be carried out in the intake and / or compression stroke.
  • a water injection WE is started shortly after the start of the pre-injection VE, which is ended before the end of a main injection HE.
  • the pre-injection carried out ensures good distribution of the fuel in the combustion chamber, so that a homogeneous fuel / air mixture mixed with the injected water is formed.
  • the use of water injection delays the onset of combustion for the pre-injected fuel quantity and reduces the pressure increase, so that the center of gravity of the combustion is shifted to later. Without the use of the amount of water, the center of gravity of the combustion according to FIG. 5 would be too early, as a result of which the efficiency of the internal combustion engine 1 deteriorates.
  • the strong pressure increase also leads to poor noise behavior without the use of water and / or EGR.
  • the fuel pre-injection VE preferably takes place between 150 ° KW and 30 ° KW before TDC.
  • a further quantity of fuel is introduced into the combustion chamber 8 as a main injection HE.
  • the main injection HE preferably takes place between 20 ° KW before TDC and 30 ° KW after TDC.
  • the water injection preferably takes place between 150 ° KW before TDC and 20 ° KW after TDC. Furthermore, after the main injection HE, a small amount of fuel can be injected as a post-injection at a later time.
  • the injection of the amount of water lowers the temperature level and slows down the vaporization of the pre-injected fuel, so that a later start of ignition is achieved.
  • the advantage of this injection strategy is that a combined homogeneous / heterogeneous combustion with auto-ignition is guaranteed in the entire map.
  • the proportions of the pre-injection and the main injection can be varied depending on the load.
  • the injection times of the homogeneous part and the injection times of the heterogeneous part can be selected depending on the load and speed.
  • the injection of the water quantity WE is started only after the pre-injection VE has ended, so that the water quantity is introduced only after the ignition of the homogeneous mixture.
  • the amount of water WE is mixed with the fuel during the pre-injection VE and during the main injection HE within the injector 13 such that the water with the fuel is injected into the combustion chamber 8 as a fuel-water emulsion in accordance with the injection strategy shown in FIG. 9.
  • the aim of this injection strategy is to ensure the desired cooling effect, so that a shift in the start of ignition and a reduction in the pressure increase the pre-injection VE, and the temperature level of the pre-injection and main injection is reduced.
  • the pre-injection VE of the fuel water emulsion takes place between 150 ° KW and 30 ° KW before TDC.
  • the main injection HE of the fuel water emulsion is carried out between 20 ° KW before TDC and 30 ° KW after TDC.
  • the amount of water WE is only added to the pre-injection VE within the injection device, so that, according to FIG. 10, a fuel water emulsion or a fuel / water stratification is introduced into the combustion chamber in the form of a pre-injection.
  • the pre-injection VE of the fuel water emulsion or a fuel / water stratification takes place between 150 ° KW and 30 ° KW before TDC.
  • the main fuel injection HE is carried out between 20 ° KW before TDC and 30 ° KW after TDC.
  • the water quantity of the main injection HE is admixed within the injection device, so that the fuel water emulsion or water / fuel stratification according to FIG. 11 is introduced into the combustion chamber as a main injection HE.
  • the pre-injection VE of the fuel takes place between 150 ° KW and 30 ° KW before TDC.
  • the main injection HE of the fuel water emulsion or water / fuel stratification is carried out between 20 ° KW before TDC and 30 ° KW after TDC.
  • a water / fuel stratification can be carried out in such a way that the amount of water is mixed with the fuel during the pre-injection and / or the main injection within the injector in such a way that the water in the form of a fuel / water / fuel stratification or Force- Material / water stratification or water / fuel stratification is introduced into the combustion chamber.
  • the pressure of the fuel introduced into the combustion chamber is changed during an injection process.
  • the injection pressure of the pre-injection VE can be at a lower level than the injection pressure of the main injection HE. This avoids wetting the combustion chamber walls with fuel, particularly during the pre-injection.
  • a fuel cloud of a fuel jet generated during an injection stroke is displaced or shifted laterally during the pre-injection by means of a swirl movement formed in the combustion chamber, so that during a subsequent injection stroke the newly injected fuel jets do not the fuel cloud of the previous injection stroke penetrate.
  • This achieves optimal homogenization of the pre-injection quantity, which has a positive effect on the pressure increase and thus improves the center of combustion and the noise behavior. If a small pre-injection quantity is used, the better leaning out of the mixture by the swirl can influence the ignition timing of the pre-injection by means of the main injection (ignition jet).
  • the invention is based on a method for operating an internal combustion engine with auto-ignition, in which the fuel is injected directly into the combustion chamber as a pre-injection and main injection and, if necessary, as a post-injection by means of a fuel nozzle with a plurality of injection bores, the pre-injection preferably being clocked follows.
  • a liquid serving as a cooling medium for example water, is introduced into the combustion chamber during the intake and / or compression stroke, so that an increase in pressure in the combustion chamber is reduced and, if necessary, an ignition timing of the pre-injection is delayed.
  • the liquid introduced into the combustion chamber provides cooling on the fuel side, with which the ignition timing of the pre-injection is delayed and the pressure rise is reduced, so that an optimal center of gravity of the combustion is achieved.
  • Exhaust gas recirculation is preferably carried out in order to further reduce the exhaust gas emissions formed, in particular the formation of NOx. If the fuel quantity of the pre-injection is designed in such a way that the pre-injection quantity does not ignite due to an emaciation of the premix, then the ignition timing of the mixture and the pressure increase due to the injected liquid in the combustion chamber during ignition are influenced by means of the main injection made as an ignition jet.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé d'utilisation d'un moteur à combustion interne selon lequel le carburant est injecté directement à l'aide d'une buse d'injection comportant plusieurs alésages d'injection, dans la chambre de combustion, en tant que pré-injection et injection principale, et éventuellement en tant que post-injection, la pré-injection étant de préférence effectuée de façon cadencée. L'invention vise à réduire la température de combustion et à éviter de fortes augmentations de la pression de la chambre de combustion. A cet effet, une certaine quantité d'eau est introduite dans la chambre de combustion avant ou pendant la pré-injection.
EP04724291A 2003-04-03 2004-03-30 Moteur a combustion interne a auto-allumage Withdrawn EP1608856A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10315149 2003-04-03
DE10315149A DE10315149A1 (de) 2003-04-03 2003-04-03 Brennkraftmaschine mit Selbstzündung
PCT/EP2004/003339 WO2004088109A1 (fr) 2003-04-03 2004-03-30 Moteur a combustion interne a auto-allumage

Publications (1)

Publication Number Publication Date
EP1608856A1 true EP1608856A1 (fr) 2005-12-28

Family

ID=32980991

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04724291A Withdrawn EP1608856A1 (fr) 2003-04-03 2004-03-30 Moteur a combustion interne a auto-allumage

Country Status (5)

Country Link
US (1) US20060037563A1 (fr)
EP (1) EP1608856A1 (fr)
JP (1) JP2006522262A (fr)
DE (1) DE10315149A1 (fr)
WO (1) WO2004088109A1 (fr)

Families Citing this family (33)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10344423A1 (de) * 2003-09-25 2005-04-21 Daimler Chrysler Ag Verfahren zum Betrieb einer Brennkraftmaschine
DE102007050511A1 (de) * 2007-10-23 2009-04-30 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine
US8387599B2 (en) * 2008-01-07 2013-03-05 Mcalister Technologies, Llc Methods and systems for reducing the formation of oxides of nitrogen during combustion in engines
US8635985B2 (en) * 2008-01-07 2014-01-28 Mcalister Technologies, Llc Integrated fuel injectors and igniters and associated methods of use and manufacture
US8413634B2 (en) * 2008-01-07 2013-04-09 Mcalister Technologies, Llc Integrated fuel injector igniters with conductive cable assemblies
US8365700B2 (en) * 2008-01-07 2013-02-05 Mcalister Technologies, Llc Shaping a fuel charge in a combustion chamber with multiple drivers and/or ionization control
US8561598B2 (en) * 2008-01-07 2013-10-22 Mcalister Technologies, Llc Method and system of thermochemical regeneration to provide oxygenated fuel, for example, with fuel-cooled fuel injectors
US8074625B2 (en) 2008-01-07 2011-12-13 Mcalister Technologies, Llc Fuel injector actuator assemblies and associated methods of use and manufacture
US8267063B2 (en) 2009-08-27 2012-09-18 Mcalister Technologies, Llc Shaping a fuel charge in a combustion chamber with multiple drivers and/or ionization control
EP2510213A4 (fr) * 2009-12-07 2014-07-23 Mcalister Technologies Llc Système de commande adaptatif pour injecteurs de carburant et dispositifs d'allumage
CN102844540A (zh) * 2010-02-13 2012-12-26 麦卡利斯特技术有限责任公司 用于自适应地冷却发动机中的燃烧室的方法和系统
US20110297753A1 (en) 2010-12-06 2011-12-08 Mcalister Roy E Integrated fuel injector igniters configured to inject multiple fuels and/or coolants and associated methods of use and manufacture
KR101245398B1 (ko) 2010-02-13 2013-03-19 맥알리스터 테크놀로지즈 엘엘씨 음파 변경기를 갖는 연료 분사기 조립체 및 관련 사용 및 제조 방법
DE102011015628B4 (de) * 2010-10-07 2024-09-05 Mercedes-Benz Group AG Betriebsverfahren mit Wassereinspritzung
US8528519B2 (en) 2010-10-27 2013-09-10 Mcalister Technologies, Llc Integrated fuel injector igniters suitable for large engine applications and associated methods of use and manufacture
US8091528B2 (en) 2010-12-06 2012-01-10 Mcalister Technologies, Llc Integrated fuel injector igniters having force generating assemblies for injecting and igniting fuel and associated methods of use and manufacture
WO2012112615A1 (fr) 2011-02-14 2012-08-23 Mcalister Technologies, Llc Moteurs multiplicateurs de couple
JP2014517185A (ja) 2011-04-11 2014-07-17 ノストラム エナジー ピーティーイー．リミテッド 内部冷却式高圧縮リーン・バーン内燃エンジン
WO2012148413A1 (fr) * 2011-04-29 2012-11-01 International Engine Intellectual Property Company, Llc Stratégie pour alimenter un moteur diesel en carburant
US8919377B2 (en) 2011-08-12 2014-12-30 Mcalister Technologies, Llc Acoustically actuated flow valve assembly including a plurality of reed valves
WO2013025657A2 (fr) 2011-08-12 2013-02-21 Mcalister Technologies, Llc Systèmes et procédés pour l'amélioration du refroidissement d'un moteur et de la production d'énergie
US9038580B2 (en) * 2012-02-21 2015-05-26 Ford Global Technologies, Llc Method and system for engine dilution control
US9200561B2 (en) 2012-11-12 2015-12-01 Mcalister Technologies, Llc Chemical fuel conditioning and activation
US8800527B2 (en) 2012-11-19 2014-08-12 Mcalister Technologies, Llc Method and apparatus for providing adaptive swirl injection and ignition
US8820293B1 (en) 2013-03-15 2014-09-02 Mcalister Technologies, Llc Injector-igniter with thermochemical regeneration
US9562500B2 (en) 2013-03-15 2017-02-07 Mcalister Technologies, Llc Injector-igniter with fuel characterization
JP6332240B2 (ja) * 2015-11-12 2018-05-30 マツダ株式会社 エンジンの制御装置
CN105298840B (zh) * 2015-11-23 2017-07-11 珠海格力节能环保制冷技术研究中心有限公司 多缸双级增焓压缩机及空调器、热泵热水器和控制方法
JP6278089B1 (ja) * 2016-10-07 2018-02-14 マツダ株式会社 予混合圧縮着火式エンジンシステム
DE102018106894A1 (de) * 2018-03-22 2019-09-26 Man Energy Solutions Se Verfahren und Steuerungseinrichtung zum Betreiben eines Motors
DE102019134616A1 (de) * 2019-12-16 2021-06-17 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betrieb einer Verbrennungskraftmaschine und Verbrennungskraftmaschine
EP4001628A1 (fr) * 2020-11-17 2022-05-25 Volvo Truck Corporation Procédé de contrôle d'injection dans un moteur à combustion
WO2022168471A1 (fr) * 2021-02-02 2022-08-11 株式会社豊田自動織機 Moteur alternatif à combustion interne

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0312641A1 (fr) * 1987-10-23 1989-04-26 "Harrier" Gmbh Gesellschaft Für Den Vertrieb Medizinischer Und Technischer Geräte Procédé pour mélanger du carburant et de l'eau, dispositif pour mettre en oeuvre ce procédé et mélange carburant-eau
JPH0312354A (ja) * 1989-06-07 1991-01-21 Mitsubishi Heavy Ind Ltd 工具用焼結体及びその製造方法
JP2772114B2 (ja) * 1990-05-23 1998-07-02 三菱重工業株式会社 水噴射ディーゼルエンジン
FR2675208B1 (fr) 1991-04-12 1993-06-11 Semt Pielstick Procede d'injection de combustibles pour un moteur diesel utilisant une injection pilote.
US5174247A (en) * 1992-01-22 1992-12-29 Mitsubishi Jukogyo Kabushiki Kaisha Water injection diesel engine
US5467757A (en) * 1993-08-20 1995-11-21 Toyota Jidosha Kabushiki Kaisha Compression-ignition type engine and combustion method of same
FI101739B1 (fi) * 1996-08-16 1998-08-14 Waertsila Nsd Oy Ab Ruiskutusventtiilijärjestely
JP3913785B2 (ja) * 1996-08-23 2007-05-09 カミンス エンジン カンパニー インコーポレイテッド 最適燃焼制御を有する予混合給気圧縮点火エンジン
US5904121A (en) * 1997-01-09 1999-05-18 Turbodyne Systems Inc. Water/fuel mixing system for a diesel engine
US6125796A (en) * 1998-02-18 2000-10-03 Caterpillar Inc. Staged injection of an emulsified diesel fuel into a combustion chamber of a diesel engine
ATE287037T1 (de) * 1999-11-10 2005-01-15 Waertsilae Nsd Schweiz Ag Verfahren zum betreiben eines viertakt- dieselmotors
DE10213025B4 (de) * 2002-03-22 2014-02-27 Daimler Ag Selbstzündende Brennkraftmaschine
DE10213011B4 (de) * 2002-03-22 2014-02-27 Daimler Ag Selbstzündende Brennkraftmaschine
ITTO20030987A1 (it) * 2003-12-09 2005-06-10 Fiat Ricerche Metodo di controllo di un motore ad accensione spontanea provvisto di un impianto di iniezione a collettore comune durante la rigenerazione del filtro del particolato.

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2004088109A1 *

Also Published As

Publication number Publication date
JP2006522262A (ja) 2006-09-28
DE10315149A1 (de) 2004-10-14
WO2004088109A1 (fr) 2004-10-14
US20060037563A1 (en) 2006-02-23

Similar Documents

Publication Publication Date Title
WO2004088109A1 (fr) Moteur a combustion interne a auto-allumage
DE10147529B4 (de) Verfahren zum Betreiben einer mit selbstzündbarem Kraftstoff betriebenen Brennkraftmaschine
DE102006007279B4 (de) Kompressionsgezündeter Verbrennungsmotor und Betriebsverfahren
EP1537316B1 (fr) Procede pour faire fonctionner un moteur a combustion interne a injection directe de carburant
DE102010036774B4 (de) Benzinmotor mit Kompressionszündung
EP1537320B1 (fr) Procedes pour faire fonctionner un moteur a combustion interne a allumage commande
DE102004017990B4 (de) Verfahren zum Betrieb einer Brennkraftmaschine mit Kraftstoffdirekteinspritzung
DE19927479A1 (de) Verfahren zum Betrieb einer insbesondere mit Benzin betriebenen Brennkraftmaschine
DE10329506A1 (de) Selbstzündende Brennkraftmaschine
DE10329524A1 (de) Selbstzündende Brennkraftmaschine
DE102012107714A1 (de) Steuersystem für ein Verbrennungssystem
EP2446133A1 (fr) Procédé pour faire fonctionner un moteur à combustion interne
WO2005100768A1 (fr) Procede pour faire fonctionner un moteur a combustion a injection directe de carburant
DE102020000353B4 (de) Verfahren zum Betreiben einer Verbrennungskraftmaschine eines Kraftfahrzeugs, insbesondere eines Kraftwagens
DE102016008916A1 (de) Mit Vormischungsbeschickung und Kompressionszündung arbeitender Motor, Steuer- bzw. Regeleinrichtung hierfür, Verfahren zum Steuern bzw. Regeln eines Motors und Computerprogrammerzeugnis
DE102018000706A1 (de) Verfahren zum Betreiben einer Verbrennungskraftmaschine für ein Kraftfahrzeug
DE10321794A1 (de) Verfahren zum Betreiben einer Brennkraftmaschine
DE10204407B4 (de) Verfahren zum Betreiben einer Brennkraftmaschine
DE10244364A1 (de) Brennkraftmaschine mit Selbstzündung
EP3872330A1 (fr) Procédé de fonctionnement d'un grand moteur diesel, ainsi que grand moteur diesel
DE102017201805A1 (de) Verfahren zum Einspritzen eines Zusatzmediums in den Zylinder einer fremdgezündeten Brennkraftmaschine und Brennkraftmaschine zur Durchführung eines derartigen Verfahrens
EP1491740B1 (fr) Procédé de fonctionnement d'un moteur Diesel
DE10120486B4 (de) Verfahren zum Betreiben einer fremdgezündeten direkteinspritzenden Brennkraftmaschine
DE10320848A1 (de) Verfahren zum Betrieb einer fremdgezündeten Brennkraftmaschine
WO2021048024A1 (fr) Procédé de fonctionnement d'un moteur à combustion interne

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20050930

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL LT LV MK

DAX Request for extension of the european patent (deleted)
RBV Designated contracting states (corrected)

Designated state(s): DE FR GB IT

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20061010