EP4390081A1 - Ensemble chambre de précombustion, culasse, unité piston-cylindre et moteur à combustion interne - Google Patents

Ensemble chambre de précombustion, culasse, unité piston-cylindre et moteur à combustion interne Download PDF

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Publication number
EP4390081A1
EP4390081A1 EP22215376.9A EP22215376A EP4390081A1 EP 4390081 A1 EP4390081 A1 EP 4390081A1 EP 22215376 A EP22215376 A EP 22215376A EP 4390081 A1 EP4390081 A1 EP 4390081A1
Authority
EP
European Patent Office
Prior art keywords
area
injector
prechamber
nozzle hole
bar
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.)
Pending
Application number
EP22215376.9A
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German (de)
English (en)
Inventor
Wolfgang Fimml
Michael Url
Hubert Winter
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.)
Innio Jenbacher GmbH and Co OG
Original Assignee
Innio Jenbacher GmbH and Co OG
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 Innio Jenbacher GmbH and Co OG filed Critical Innio Jenbacher GmbH and Co OG
Priority to EP22215376.9A priority Critical patent/EP4390081A1/fr
Publication of EP4390081A1 publication Critical patent/EP4390081A1/fr
Pending legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1004—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder details of combustion chamber, e.g. mounting arrangements
    • F02B19/1014—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder details of combustion chamber, e.g. mounting arrangements design parameters, e.g. volume, torch passage cross sectional area, length, orientation, or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
    • F02B19/108—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition

Definitions

  • the invention relates to a prechamber assembly for an internal combustion engine, a cylinder head with at least one prechamber assembly, a piston-cylinder unit with at least one prechamber assembly or a cylinder head, an internal combustion engine with at least one cylinder head or at least one piston-cylinder unit, a method for operating an internal combustion engine and a method for designing a prechamber assembly.
  • Prechamber assemblies are generally used as an ignition intensifier, wherein the fuel-air mixture is ignited inside the prechamber assembly by an ignition device, for instance a spark plug.
  • an ignition device for instance a spark plug.
  • it can be used for combustion engines with a lean burn concept, where the fuel-air mixture is less lean in the prechamber assembly to simplify the ignition.
  • the publication US 7,438,043 B2 discloses a prechamber assembly with an ignition device. No fuel injector is placed in the prechamber assembly such that the prechamber assembly is suitable only for fuel injection into the combustion main chamber or into the intake port (port fuel injection, PFI).
  • Several nozzle holes with a varying length directly connect the prechamber volume to the main combustion chamber. The length of the nozzle holes is varying such that the form of the fuel torches propagating into the main combustion chamber can be adapted. The fuel torches propagating into the main combustion chamber ignite the fuel-air mixture in the main combustion chamber.
  • WO 2022/226553 A1 discloses a prechamber assembly comprising at least one prechamber volume, wherein the at least one prechamber volume has at least one injector opening with at least one fuel injector partially inserted into or attached to the at least one injector opening, preferably for injecting hydrogen, wherein the at least one injector opening or the at least one fuel injector has an injector area, and at least one riser channel, wherein the at least one riser channel is connected to the at least one prechamber volume, wherein the at least one riser channel has a riser channel area, and at least one nozzle hole, wherein the at least one nozzle hole is connected to the at least one riser channel, and to a main combustion chamber when the prechamber assembly is in its built-in state in a combustion engine, wherein the at least one nozzle hole has a nozzle hole area.
  • the air-to-fuel ratio or excess air ratio is typically denoted by “lambda” or lambda value.
  • the air-fuel mixture is called rich for lambda smaller than one and lean for lambda larger than one.
  • a lean (lambda larger than one) combustion concept decreases the production of toxic nitric oxides, but the power is lower than for smaller lambda values.
  • the use of lean mixtures also avoids combustion anomalies, even when the mixture is relatively inhomogeneous. Especially, rich zones which tend to auto-ignite and lead to knocking are avoided by using a lean mixture.
  • Direct injection especially at medium injection pressures, causes larger combustion anomalies than, for instance, port fuel injection.
  • the theoretical advantages of medium pressure direct injection over port fuel injection cannot be utilized since medium pressure direct injection can only be used in connection with a relatively lean mixture in order to avoid the combustion anomalies.
  • Using a less lean mixture also reduces the boost pressure levels for turbochargers or superchargers.
  • the reduced boost pressure demand can be used for further power increase.
  • the object of the invention is to provide a prechamber assembly suitable for medium pressure direct injection which is optimized to avoid combustion anomalies and increase the power of a combustion engine.
  • the object is solved by the prechamber assemblies of claim 1, the prechamber assembly of claim 3, the cylinder head of claim 9, the piston-cylinder unit of claim 10, the internal combustion engine of claim 11, the method for operating an internal combustion engine of claim 14 and the method for designing a prechamber assembly of claim 15.
  • a prechamber assembly for an internal combustion engine comprises at least one prechamber volume, wherein the at least one prechamber volume has at least one injector opening with at least one fuel injector partially inserted into or attached to the at least one injector opening, preferably for injecting hydrogen, wherein the at least one injector opening or the at least one fuel injector has an injector area, and at least one riser channel, wherein the at least one riser channel is connected to the at least one prechamber volume, wherein the at least one riser channel has a riser channel area, and at least one nozzle hole, wherein the at least one nozzle hole is connected to the at least one riser channel, and to a main combustion chamber when the prechamber assembly is in its built-in state in a combustion engine, wherein the at least one nozzle hole has a nozzle hole area.
  • the at least one fuel injector is configured to inject fuel with an injection pressure.
  • the prechamber assembly is formed such that the ratio of the injector area over the riser channel area is in the range of 9 to 24, preferably 12 to 18, divided by the value of the injection pressure in bar.
  • the ratio of the injector area over the nozzle hole area is in the range of 6 to 30, preferably 9 to 21, divided by the value of the injection pressure in bar.
  • a prechamber assembly with a geometry calculated according to the invention leads to an improved homogeneous fuel-air mixture when using the prechamber assembly in a combustion engine with the injection pressure. By this, combustion anomalies are minimized.
  • a secondary advantage of the geometry of the prechamber according to the invention is that the combustion of fuel in the main combustion chamber is amplified.
  • the fuel torches propagating from the nozzle holes into the main combustion chamber are optimally formed.
  • the areas according to the invention were obtained with a simulation in connection with an optimization. Primarily, the homogeneity of the hydrogen charge was maximized. Secondarily, the form of the fuel torches was optimized for amplification of the combustion in the main chamber.
  • the riser channel area can be optimized according to at least one of the following criteria:
  • the nozzle areas can be optimized according to at least one of the following criteria:
  • the injection pressure has a magnitude in the range of 20 to 50 bar, preferably 25 to 35 bar, especially preferably essentially 30 bar. This corresponds to the medium pressure range mentioned in the introduction.
  • the prechamber assembly according to an alternative of the invention is formed such that
  • the prechamber assembly is not necessarily configured to be used at a certain injection pressure.
  • the prechamber assembly is configured to be suitable for an injection pressure of essentially 30 bar.
  • the prechamber assembly is configured such that it is suitable for the ignition of an air-to-fuel ratio, preferably air-to-hydrogen ratio, of essentially one.
  • the ignition properties for this ratio are especially favorable, demanding a minimum of ignition energy. Further, the power of the combustion engine is increased in comparison to leaner mixtures.
  • the at least one prechamber volume has at least one ignition opening for at least one ignition device, preferably a spark plug.
  • the prechamber assembly has at least two nozzle holes, preferably five to twenty nozzle holes.
  • the quantity and the configuration of the nozzle holes influences the homogeneity of the fuel-air mixture in the main combustion chamber. Especially, more than one nozzle hole results in a more homogeneous mixture.
  • the quantity and configuration of the nozzle holes influences the distribution of fuel-air mixture in the main combustion chamber since the fuel is directly injected into the prechamber volume and the fuel flows into the main combustion chamber through the nozzle holes.
  • the distribution of the fuel torches propagating into the main combustion chamber after ignition in the prechamber can be influenced.
  • more than one nozzle hole leads to fuel torches which are more distributed over a larger volume of the main combustion chamber, leading to a better ignition of the fuel-air mixture in the main combustion chamber.
  • At least one first nozzle hole has a smaller cross-sectional area than at least one second nozzle hole.
  • the size of the fuel torches is adapted. This can be used to avoid liner interaction of the fuel torches.
  • the area influences the jet penetration length of jets propagating from the prechamber into the main combustion chamber.
  • the outlet of the at least one first nozzle hole with the smaller cross-sectional area is arranged at a larger distance from a center of the prechamber assembly than the outlet of the at least one second nozzle hole with the larger cross-sectional area.
  • At least one first nozzle hole has an orientation which is oblique to the orientation of at least one second nozzle hole.
  • “Oblique” means that there is a non-zero angle of inclination between the orientation of the at least one first nozzle hole and the orientation of the at least one second nozzle hole.
  • At least one first nozzle hole has a larger inclination with respect to a direction of elongation of the prechamber assembly than at least one second nozzle hole.
  • the at least one first nozzle hole (with the larger inclination) has a smaller cross-sectional area than the at least one second nozzle hole (with the smaller inclination).
  • interaction with a liner on a cylinder wall is avoided.
  • the at least one nozzle hole has an orientation which is oblique to the orientation of the at least one riser channel. “Oblique" means that orientation of the at least one nozzle hole has a non-zero angle of inclination with respect to the orientation of the at least one riser channel.
  • the prechamber assembly has a direction of elongation and wherein the at least one riser channel is oblique to the direction of elongation.
  • “Oblique” means that the direction of elongation has a non-zero angle of inclination with respect to the orientation of the at least one riser channel.
  • An oblique riser channel which ends asymmetrically in the prechamber volume can be used to cause a tumble stream in the prechamber volume during an exhaust stroke or a compression stroke.
  • the at least one riser channel is oriented towards the ignition device. With such an orientation of the riser channel, a back-flowing gas from the main combustion chamber (during a compression stroke) can be directed at the ignition device. This can have a cleaning effect on the ignition device, i.e. unwanted deposits in or near the ignition means can be purged or blown away.
  • a cylinder head according to the invention has at least one prechamber assembly described above.
  • a piston-cylinder unit according to the invention has at least one prechamber assembly described above or a cylinder head described above.
  • the at least one fuel injector (of the prechamber assembly of the piston-cylinder unit) is configured to inject fuel with an injection pressure and at least one cylinder is formed such that the ratio of the bore area of the cylinder bore over the injector area is in the range of 20 to 47, preferably 30 to 34 times the value of the injection pressure in bar.
  • the injection pressure has a magnitude in the range of 20 to 50 bar, preferably 25 to 35 bar, especially preferably essentially 30 bar.
  • At least one cylinder of the piston-cylinder unit is formed such that the ratio of the bore area of the cylinder bore over the injector area is in the range of 600 to 1410, preferably 900 to 1020, wherein the piston-cylinder unit is preferably configured to be suitable for an injection pressure of essentially 30 bar.
  • the geometry piston-cylinder unit By designing the geometry piston-cylinder unit in such a way, the fuel-air mixture is very homogeneous, whereby combustion anomalies are avoided.
  • An internal combustion engine according to the invention has at least one cylinder head described above or at least one piston-cylinder unit described above.
  • the at least one fuel injector arranged in at least one prechamber assembly of a piston-cylinder-unit is configured to inject 100 % of the fuel, preferably hydrogen, provided to that piston-cylinder-unit per combustion cycle.
  • the internal combustion engine is configured such that the air-to-fuel ratio, preferably air-to-hydrogen ratio, is smaller than 3, preferably smaller than 2, especially preferably smaller than 1.5, in particular by adjusting the air intake and the fuel injection amount per combustion cycle.
  • the air-to-fuel ratio preferably air-to-hydrogen ratio
  • the power of the combustion engine is increased with respect to a leaner mixture. Further, the pressure boost levels can be reduced, and the reduced boost demand can be used for further power increase. Further, the ignition is more efficient.
  • the geometry of the prechamber assembly or the piston-cylinder unit render the use of such a small air-to-fuel ratio possible, by providing a homogeneous fuel charge.
  • the combustion engine is operated with the injection pressure, in particular with the injection pressure having a magnitude from 20 to 50 bar, preferably 25 to 35 bar, especially preferably essentially 30 bar.
  • a prechamber assembly preferably a prechamber assembly described above, for an internal combustion engine, preferably as described above is used.
  • a method for manufacturing a prechamber assembly comprises the steps of the method for designing the prechamber assembly and a further step: manufacturing the prechamber assembly.
  • a range of a lower boundary to an upper boundary divided by a value means that the boundaries of the range are divided by that value.
  • the injector area is defined as the smallest cross-sectional area of the at least one injector opening or the at least one fuel injector. If there are at least two injector openings or fuel injectors, the one injector area is defined as the sum of the smallest cross-sectional areas of each respective injector opening, if not indicated otherwise.
  • the prechamber assembly has exactly one injector opening.
  • the injector opening can be an opening of the fuel injector itself or of an opening of the prechamber assembly.
  • the smaller of the two defines the injector opening.
  • the injector opening is an opening of the fuel injector itself, since the prechamber assembly is usually designed such that fuel injector opening is larger than an opening of the prechamber assembly.
  • the fuel injector can be an injector valve.
  • the injector opening can be the opening of the injector valve and the injector area can be the cross-sectional area of the injector valve opening.
  • the riser channel area is defined as the smallest cross-sectional area of the at least one riser channel. If there are at least two riser channels, the riser channel area is defined as the sum of the smallest cross-sectional areas of each respective riser channel, if not indicated otherwise.
  • the prechamber assembly has exactly one riser channel.
  • the nozzle hole area is defined as the smallest cross-sectional area of the at least one nozzle hole. If there are at least two nozzle holes, the nozzle hole area is defined as the sum of the smallest cross-sectional areas of each respective nozzle hole, if not indicated otherwise.
  • the prechamber assembly has several nozzle holes.
  • Fig. 1a depicts a first embodiment of a prechamber assembly 1.
  • the prechamber assembly 1 comprises a prechamber volume 2, wherein the prechamber volume 2 has an injector opening 7 with at least one fuel injector 5 partially inserted into or attached to the at least one injector opening 7, preferably for injecting hydrogen.
  • the injector opening 7 connects the fuel injector 5 with the prechamber volume 2 such that fuel, especially hydrogen, can be directly injected into the prechamber volume 2.
  • the injector opening 7 can be a channel with a certain length, as depicted in Fig. 1 .
  • the injector opening 7 can also be an opening only, for instance when the fuel injector 5 is directly arranged at the prechamber volume 2.
  • the fuel injector 5 can comprise an injector valve which can be opened or closed depending on the demand for fuel in the prechamber volume 2.
  • the fuel injector 5 injects air and/or a fuel/air mixture instead of pure fuel.
  • the injector opening 7 or the fuel injector 5 has an injector area 8, which can be the cross-sectional area of the fuel injector 5 itself, especially the area of an injector valve. Alternatively, it can be defined as the smallest cross-sectional (effective) area of the injector opening 7 of the prechamber volume 2, especially of a channel connecting the fuel injector 5 with the prechamber volume 2. Preferably, the smaller of the two alternatives is chosen as a definition for the injector area 8.
  • the injector area 8 is preferably the smallest area the fuel must pass to flow from the injector 5 into the prechamber volume 2.
  • the prechamber assembly 1 comprises a riser channel 3, wherein the riser channel 3 is connected to the prechamber volume 2.
  • the riser channel 3 has a riser channel area 9 (see Fig. 3 ), which is preferably defined as the smallest cross-sectional area of the riser channel 3.
  • the prechamber assembly 1 comprises at least one nozzle hole 4, wherein the at least one nozzle hole 4 is connected to the at least one riser channel 3 and to a main combustion chamber 12 (see Fig. 4 ) when the prechamber assembly 1 is in its built-in state in a combustion engine.
  • the at least one nozzle hole 4 has a nozzle hole area, wherein the nozzle hole area is preferably defined as the sum of the areas of each the smallest cross-sectional area 16 of each nozzle hole 4 (see Fig. 3 ).
  • fuel is injected into the prechamber volume 2 by the fuel injector 5 and can flow through the riser channel 3 and the nozzle holes 3 into the main combustion chamber 12.
  • the riser channel 3 is arranged obliquely with respect to a direction of elongation L of the prechamber assembly 1. This means that the direction of the riser channel 3 has a non-zero angle of inclination with respect to the direction of elongation L of the prechamber assembly 1.
  • the riser channel 3 is directed to the ignition device 6, such that back streaming gas hit the ignition device 6. This can clean the ignition device 6.
  • the riser channel 3 can be directed to the fuel injector 5.
  • the direction of elongation L of the prechamber assembly 1 is preferably parallel to the direction of elongation of the piston-cylinder unit, i.e., the direction of movement of the piston.
  • the dash-dotted lines show an axis of symmetry of the riser channel 3 and the nozzle holes 4.
  • Fig. 1a there are at least two nozzle holes 4 which are shown in the cross section.
  • both shown nozzle holes 4 are oblique with respect to the riser channel 3, meaning that there is a non-zero angle of inclination between the respective axis of symmetry.
  • the two shown nozzle holes 4 end up on opposite sides of the tip of the prechamber assembly 1, being arranged in the main combustion chamber 12 in its built-in state.
  • the fuel injected by the fuel injector 5 distributes well in the main combustion chamber 12.
  • fuel torches propagating out of the nozzle holes 4 into the combustion chamber 12 distribute well in the combustion chamber 12 such that fuel in the combustion chamber 12 is well ignited.
  • Fig. 1b depicts a bottom view of a variant of Fig. 1a with exactly two nozzle holes.
  • nozzle holes 4 there are more than two nozzle holes 4, which are not visible in the cross-section of Fig. 1 .
  • the nozzle holes 4 can be arranged in a nozzle gallery, where several nozzle holes 4 are arranged in different azimuthal angles (with respect to the direction of elongation L). Especially, the nozzle holes 4 can be equally distributed over the whole angular range.
  • Fig. 1c shows a bottom view of a variant of Fig. 1a with a nozzle gallery with four equally distributed nozzle holes 4.
  • Fig. 1d shows a bottom view of a variant of Fig. 1a with a nozzle gallery with six equally distributed nozzle holes 4.
  • More nozzle holes lead to more homogeneous distribution of fuel in the main combustion chamber 12.
  • Fig. 2a depicts a second embodiment of the prechamber assembly 1.
  • the difference to the first embodiment of Figs. 1a in variants of Figs. 1b, 1c and 1d is the arrangement of the nozzle holes 4.
  • nozzle holes 4 there are at least five nozzle holes 4 in Fig. 2a .
  • the nozzle holes 4 apart from the central nozzle hole 4 are arranged in two nozzle hole galleries.
  • Fig. 2b depicts a bottom view of the embodiment of Fig. 2a in a first variant with exactly five nozzle holes 4.
  • Fig. 2c depicts a bottom view of the embodiment of Fig. 2a in a second variant with nine nozzle holes 4.
  • the nozzle holes 4 are arranged in two galleries plus a central nozzle hole 4.
  • the nozzle holes 4 are azimuthally equally distributed.
  • Fig. 2d depicts a bottom view of the embodiment of Fig. 2a in a third variant with exactly thirteen nozzle holes 4.
  • the nozzle holes 4 are arranged in two galleries plus a central nozzle hole 4.
  • the nozzle holes 4 are azimuthally equally distributed.
  • At least one first nozzle hole 4 has a smaller cross-sectional area than at least one second nozzle hole 4 and that least one first nozzle hole 4 has an orientation which is oblique to the orientation of at least one second nozzle hole 4.
  • At least one first nozzle hole 4 has a larger inclination with respect to a direction of elongation L of the prechamber assembly 1 than at least one second nozzle hole 4. This manifests itself in the existence of several nozzle galleries.
  • the at least one first nozzle hole 4 has a smaller cross-sectional area 16 than the at least one second nozzle hole 4.
  • Those nozzle holes 4 which are more inclined have a smaller cross-sectional area 16 than those nozzle holes 4 which are less inclined.
  • the straight central nozzle hole 4 has the largest cross-sectional area 16, whereas the lower gallery has nozzle holes 4 with a larger cross-sectional area 16 than the central nozzle hole 4 and whereas the upper gallery has nozzle holes 4 with a larger cross-sectional area 16 than the nozzle holes 4 of the lower gallery.
  • the individual nozzle hole area 16 influences the jet penetration length in the main combustion chamber 12.
  • the form of the fuel torches propagating into the main combustion chamber 12 can be adapted, be it in the ignition process or in the fuel feeding process.
  • the interaction of the fuel torches with a liner on the side wall of the cylinder 13 can be avoided by providing small area nozzle holes 4 in the upper galleries which are more inclined.
  • Fig. 3 shows a schematic representation of the of a prechamber assembly 1 with areas 7, 9, 16 of the riser channel 3, injector opening 7 and nozzle holes 4.
  • the riser channel area 9 is preferably the smallest cross-sectional area of the riser channel 3.
  • the injector area 8 is preferably the smallest cross-sectional area of the injector opening 7 or of the fuel injector 5, for instance the injector valve, itself.
  • the individual nozzle hole areas 16 differ from nozzle hole 4 to nozzle hole 4 as discussed with respect to Figs. 2a to 2d .
  • the total nozzle hole area is the sum of all individual nozzle hole areas 16.
  • the prechamber assembly 1 is formed such that
  • the injection pressure preferably has a magnitude in the range of 20 to 50 bar, preferably 25 to 35 bar, especially preferably essentially 30 bar.
  • the ratio of the injector area 8 over the riser channel area 9 is in the range of 0.3 to 0.8, preferably 0.4 to 0.6, and/or the ratio of the injector area 8 over the total nozzle hole area (sum of individual nozzle hole areas 16) is in the range of 0.2 to 1, preferably 0.3 to 0.7.
  • Fig. 4 depicts a prechamber assembly 1 which is inserted into a piston-cylinder unit of an internal combustion engine having a cylinder 13 with a cylinder bore 14. The piston is not depicted. Especially, the prechamber assembly 1 is inserted into a cylinder head 17, which is arranged on the cylinder 13. The main combustion chamber 12 is inside the cylinder 13.
  • the cylinder head 13 comprises an intake port 18 and exhaust port 19. Air, preferably air without fuel, is supplied to the main combustion chamber 12 via the intake port 18. After the combustion, the exhaust is removed through the exhaust port 19. Both intake port 18 and exhaust port 19 can be opened and closed by engine valves 20. Preferably, 100 % of the fuel is provided by the prechamber assembly 1, especially by the fuel injector 5.
  • the cylinder bore 14 has a bore area 15, which is the smallest cross-sectional area of the cylinder bore 14.
  • the at least one fuel injector 5 is configured to inject fuel with an injection pressure
  • the at least one cylinder 13 is formed such that the ratio of the bore area 15 of the cylinder bore 15 over the injector area 8 is in the range of 20 to 47, preferably 30 to 34 times the value of the injection pressure in bar, wherein the injection pressure in particular has a magnitude in the range of 20 to 50 bar, preferably 25 to 35 bar, especially preferably essentially 30 bar.
  • the at least one cylinder 13 is formed such that the ratio of the bore area 15 of the cylinder bore 14 over the injector area 8 is in the range of 600 to 1410, preferably 900 to 1020.
  • the piston-cylinder unit is preferably configured to be suitable for an injection pressure of essentially 30 bar.
  • the optimized ratios of the areas of riser channel 3, cylinder bore 14, nozzle holes 4 and/or injection opening 7 or fuel injector 5 lead to a surprisingly homogeneous fuel charge, especially hydrogen charge, in the combustion chamber 12 whereby rich zones are avoided, and combustion anomalies are reduced.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP22215376.9A 2022-12-21 2022-12-21 Ensemble chambre de précombustion, culasse, unité piston-cylindre et moteur à combustion interne Pending EP4390081A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22215376.9A EP4390081A1 (fr) 2022-12-21 2022-12-21 Ensemble chambre de précombustion, culasse, unité piston-cylindre et moteur à combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22215376.9A EP4390081A1 (fr) 2022-12-21 2022-12-21 Ensemble chambre de précombustion, culasse, unité piston-cylindre et moteur à combustion interne

Publications (1)

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EP4390081A1 true EP4390081A1 (fr) 2024-06-26

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5024193A (en) * 1990-02-06 1991-06-18 Caterpillar Inc. Fuel combustion system, method, and nozzle member therefor
US7438043B2 (en) 2005-10-24 2008-10-21 Nissan Motor Co., Ltd. Internal combustion engine with auxiliary combustion chamber
EP3118433A1 (fr) * 2015-07-16 2017-01-18 Caterpillar Energy Solutions GmbH Ensemble chambre de précombustion pour moteurs à combustion interne
EP3536924A1 (fr) * 2016-12-08 2019-09-11 Mitsubishi Heavy Industries Engine & Turbocharger, Ltd. Moteur à gaz de type à chambre auxiliaire
IT201900002983A1 (it) * 2019-03-01 2020-09-01 Italtecnica S R L Sistema e procedimento di combustione per motori a combustione interna ad accensione comandata
WO2022226553A1 (fr) 2021-04-28 2022-11-03 Innio Jenbacher Gmbh & Co Og Ensemble préchambre

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5024193A (en) * 1990-02-06 1991-06-18 Caterpillar Inc. Fuel combustion system, method, and nozzle member therefor
US7438043B2 (en) 2005-10-24 2008-10-21 Nissan Motor Co., Ltd. Internal combustion engine with auxiliary combustion chamber
EP3118433A1 (fr) * 2015-07-16 2017-01-18 Caterpillar Energy Solutions GmbH Ensemble chambre de précombustion pour moteurs à combustion interne
EP3536924A1 (fr) * 2016-12-08 2019-09-11 Mitsubishi Heavy Industries Engine & Turbocharger, Ltd. Moteur à gaz de type à chambre auxiliaire
IT201900002983A1 (it) * 2019-03-01 2020-09-01 Italtecnica S R L Sistema e procedimento di combustione per motori a combustione interna ad accensione comandata
WO2022226553A1 (fr) 2021-04-28 2022-11-03 Innio Jenbacher Gmbh & Co Og Ensemble préchambre

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