WO2006136152A1 - Procede et dispositif d'injection directe de carburant dans des moteurs a pistons alternatifs - Google Patents

Procede et dispositif d'injection directe de carburant dans des moteurs a pistons alternatifs Download PDF

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Publication number
WO2006136152A1
WO2006136152A1 PCT/DE2006/001087 DE2006001087W WO2006136152A1 WO 2006136152 A1 WO2006136152 A1 WO 2006136152A1 DE 2006001087 W DE2006001087 W DE 2006001087W WO 2006136152 A1 WO2006136152 A1 WO 2006136152A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
swirl
return
nozzle
injection
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.)
Ceased
Application number
PCT/DE2006/001087
Other languages
German (de)
English (en)
Inventor
Uwe Lienig
Ernstwendelin Bach
Maurice Kettner
Amin Velji
Ulrich Spicher
Reinhard Latsch
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.)
Karlsruher Institut fuer Technologie KIT
Hochschule fuer Technik und Wirtschaft Dresden
Original Assignee
Universitaet Karlsruhe
Hochschule fuer Technik und Wirtschaft Dresden
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 Universitaet Karlsruhe, Hochschule fuer Technik und Wirtschaft Dresden filed Critical Universitaet Karlsruhe
Priority to EP06761703A priority Critical patent/EP1899598A1/fr
Priority to DE112006002024T priority patent/DE112006002024A5/de
Publication of WO2006136152A1 publication Critical patent/WO2006136152A1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/001—Fuel-injection apparatus having injection valves held closed mechanically, e.g. by springs, and opened by a cyclically-operated mechanism for a time
    • 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
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable pressure
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/162—Means to impart a whirling motion to fuel upstream or near discharging orifices
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method and a device for the direct injection of fuel in
  • Reciprocating engines which may be an injection of gasoline, diesel or even fuel gases (for example natural gas).
  • Sputtering systems with a swirl chamber allow a continuous change of the beam parameters.
  • the swirl chamber has a peculiarity in relation to the tangentially incoming channels.
  • the channels have a different cross section and, each considered individually, generate a different twist.
  • a smaller swirl is associated with a higher swirl velocity and a smaller swirl velocity with the larger cross-section.
  • the fluid flow twisted in the chamber leaves the atomization system via a concentrically arranged outlet hole.
  • a spin system can be built in which a certain base twist of the liquid in the chamber is predetermined via the small channels.
  • the change in the atomization parameters can be achieved by connecting the liquid flow over the large channels.
  • the design of the channels allows the atomization quality to remain almost unchanged even with increasing throughput.
  • Injection nozzle supplemented by a return.
  • the return leads from the swirl chamber an adjustable flow of fuel flow.
  • the designed spin-variable injection nozzle can flow through even when the nozzle needle is closed and the operating state can be determined independently of the injection event.
  • An overall view of the hydraulic circuit of the injection nozzle is given in FIG.
  • this object is achieved by a method having the features of claim 1. It can be used in the method, a device according to claim. Advantageous embodiments and further developments can be achieved with features designated in subordinate claims.
  • the method according to the invention is carried out in such a way that fuel is supplied to a spin-variable injection nozzle in which a swirl chamber is formed.
  • a spin-variable injection nozzle in which a swirl chamber is formed.
  • an ignition mixture is then injected with the return closed.
  • injection of the basic mixture occurs clearly larger cone angle, so that a large area in the cylinder with fine droplets of fuel is applied and a very lean mixture is present.
  • the injection of the basic mixture can already start in the intake stroke and be carried out until shortly before the start of ignition. (Eg start at minus 90 ° up to 270 ° before TDC)
  • ignition mixture is injected with a much smaller jet cone angle, so that in a small
  • Volume range is a fat ignitable mixture.
  • a piston with a recess formed in the piston head can preferably be used.
  • the ignition mixture should then be injected as completely as possible into the trough and ignited in the trough. This can also be combined with the BPI method mentioned below.
  • Figure 1 is a hydraulic diagram for a device which can be used in the invention
  • Figure 2 is an exploded view of an insertable in the invention injector
  • FIG. 2 a parts of an injection nozzle with a swirl return
  • FIG. 2 b shows an operating diagram for a possible implementation of the method according to the invention
  • Figure 3 is a schematic representation of a fuel inlet via channel groups in a swirl chamber
  • FIG. 4 indicates possible main dimensions of a swirl chamber in the case of a spin-variable injection nozzle
  • Figure 5 is a graph of the influence of the amount of return of fuel on the mass of fuel injected
  • FIG. 6 shows a measurement specification for determining the penetration depth and beam cone angle of injected fuel
  • FIG. 7 shows a diagram illustrating the influence of the amount of return of fuel on the achievable jet depth
  • FIG. 8 injection jet images with modified return flow at ambient pressure conditions
  • FIG. 9 injection jet images with modified return running current at a back pressure of 10 bar
  • FIG. 10 shows a diagram of the jet angle with a modified return flow rate and changed backpressure
  • FIG. 11 injection jet images with modified return flow with a changed volume flow of fuel supplied via a channel group
  • FIG. 12 shows a diagram of the influence of beam cone angle and changed fuel feed ratio
  • Figure 13 shows a principal possibility of using the invention in a BPI concept
  • Figure 14 shows a schematic representation of favorable geometric relationships at a nozzle exit hole
  • the hydraulic circuit of an inventive system illustrates that the injection nozzle has two inlets I and II.
  • the inlet I to the channels with a small cross-section has no adjustment for the flow and thus determines the basic twist in the swirl chamber.
  • the inlet II for the large channels and the return are provided with a flow adjustment.
  • the representation also includes the flow-controlled return from the swirl chamber 7.
  • a control Valve 14 available for the regulation of the inflow of fuel from a tank 12 at a feed II. Furthermore, between tank 12 and inlet II, a further inlet I is connected there. Fuel can be fed to the injection nozzle via inlets I and II. In addition, a return 10 is present, via the fuel in the
  • Tank 12 can be returned, if this is desired in one or possibly several phases of a fuel injection operation.
  • a control valve 13 is present there.
  • the amount of fuel returned to the tank via the return 10 may be regulated during the first phase.
  • the beam cone angle can also be influenced and adaptation to the respective combustion chamber shape or formation of a piston with or without a trough can be carried out.
  • Table 1 summarizes and explains the operating modes. In this case, a further operating mode is added, resulting from the adjustment of the fuel supply, which was constructed to investigate a spin-variable nozzle.
  • Another alternative is a waiver of the return. Then one of the feeds I or II temporarily forms the return, wherein in the corresponding inlet I or II then a bypass line to the tank and a valve which can shut off this inlet should be present.
  • FIG. 2 illustrates a possible construction of a usable in the invention injector. It is a nozzle needle 1 passed through the injection nozzle, which can close or open the nozzle exit hole 11.
  • a nozzle needle 1 passed through the injection nozzle, which can close or open the nozzle exit hole 11.
  • several channels 2 and 3 in channel groups I and II are present, which are guided by an upper fuel guide 4 and a Kraftstoff concerning- guide 5 with a centrally arranged return channel through the upper swirl chamber cover 6 with a swirl return chamber 9 to the swirl chamber 7.
  • the lower swirl chamber cover 8 is arranged with a nozzle outlet hole.
  • the channels 2 and .3 of the channel groups I and II are pressure-tight separated from each other to the swirl chamber 7.
  • the supply of fuel through the channel group I is constantly.
  • By additionally supplying fuel via the channel group II only the respective amount of fuel is increased.
  • this also exerts an influence on the course of injection (course of the injection quantity over the injection time).
  • the backbone When injecting the basic mixture, the backbone should run 10 are opened before the opening of the nozzle needle 1.
  • the return 10 should, however, be closed later for the injection of the ignition mixture when the injection nozzle is open, that is to say the free nozzle needle 1.
  • FIG. 2 a is intended to illustrate an additionally present swirl return chamber 9, which is designed here as an annular gap arranged around the nozzle needle 1.
  • a flow provided with a swirl can be maintained there, which can have an advantageous effect.
  • the height of the swirl return chamber 9 should be greater than the height of the swirl chamber 7.
  • the height of the swirl chamber 9 should preferably be significantly greater and have a multiple of the height of the swirl chamber 7. In this case, the height means the extent parallel to the nozzle needle 1.
  • the cone angle of an injection jet can be further increased and the combustion can be positively influenced, in particular for a reduction of pollutant emissions.
  • a swirl chamber 7 can be formed with one or more swirl disks.
  • FIG. 2 a also shows relative cross-sectional ratios of channels 2 and 3 of the channel groups I and II.
  • FIG. 2 b shows two phases of an injection according to the invention with an injection of a basic mixture with the return open and subsequently in a second phase of an ignition mixture with a closed return with the corresponding jet cone geometry.
  • FIG. 4 indicates possible main dimensions of a swirl chamber 7 in the case of a swirl-variable nozzle.
  • the injection nozzle consists of a swirl chamber 7 with a constant diameter and basically has 2 channel groups each having four channels with the same cross-section.
  • the absolute dimensions have little significance in terms of the behavior of the swirl variable nozzle. Therefore, the marking of the swirl variable nozzle is carried out by means of ratio ratios.
  • Table 3 summarizes the key figures that are given for the injector investigated here. With regard to the flow through the swirl chamber 7, the area ratios were determined so that, on the one hand, the minimum and maximum inflow area over the channel groups is substantially larger than the nozzle hole circle area ( KJ and KJI ) and, on the other hand, the
  • injectors used therein which can be produced with relatively simple production technologies, with relatively free choice of the dimensions of the function-determining components (swirl chamber and nozzle hole plate) are used.
  • Figure 3 gives an overall view of the CAD construction shown structurally realized leadership of the fuel and illustrates the operating principle of the swirl variable nozzle.
  • the pressure in the swirl chamber 7 will decrease. It can be assumed that the greater the return flow, the greater the pressure reduction in the swirl chamber 7. Therefore, it is expected that the injection quantity decreases with increasing return flow. In addition, however, the injection quantity is also influenced by the increasing swirl with increasing return flow.
  • the dependency of the injection quantity on the return flow is represented by an operating point with a variable return flow ⁇ - ⁇ between 0 and 1 l / min, a constant ⁇ of 0.1 and a variable injection time in FIG.
  • the measured values are also included when operating via the return line.
  • FIG. 5 illustrates the influence of the return quantity on the injection mass.
  • the injection mass increases linearly with the injection time in the swirl variable nozzle. It shows the same behavior as normal injectors.
  • the injection quantity can be influenced not only by the supply pressure and the injection time, but also by the return quantity.
  • the spread of the injection quantity is almost 400%, ie at the same pressure, the injection mass of a selected
  • Design point can be increased to 4 times the amount. This makes it possible to adjust the injection rate significantly further to the requirements of a given combustion process. Finally, this behavior can also be used to improve the suitability for the smallest quantity injection.
  • the return flow greatly influences the pressure conditions in the swirl chamber 7.
  • the reduction of the injection rate proves that the effective pressure difference for the fuel injection decreases. This is accompanied by a reduction in the exit velocity. It is to be expected that this will result in a reduction in the penetration depth of the injection jet.
  • the measurement specification is not only used to determine the penetration depth S Edt and therefore also contains the information for determining the cone angle ⁇ Kgl. Due to the observation field of the camera, the beam could only be measured up to a maximum distance of 35 mm. The results obtained from the strahlopti investigations are shown in FIG.
  • FIG. 7 shows the influence of the amount of return on the jet penetration depth.
  • the other operating modes show that not only is there a decrease in the penetration depth. With increasing injection duration, the penetration depth no longer increases. Especially in the case of a large amount of return, the curve changes into an almost horizontal part.
  • the measurement of the jet penetration depth had shown that the amount of return has a strong influence on the jet properties.
  • the other important geomet- ric size of the injection jet is the beam cone angle. Together with the penetration depth, it is possible to derive a suitability for a specific mixture formation process or to design a process from this information.
  • the ratio of radial and axial velocity at the outlet hole determines the jet cone angle in the swirl nozzle.
  • the radial velocity at the exit hole is essentially determined by the swirl in the swirl chamber 7.
  • the axial velocity results from the pressure difference across the nozzle exit hole 11. Due to friction effects, the two components decrease over the length of the nozzle exit hole 11.
  • the ratio L can be used.
  • this ratio is relatively high at 2.3. Therefore, only a relatively small beam cone angle would be expected.
  • the swirl prevailing in the swirl chamber 7 is not determined solely by the outflow velocity from the nozzle outlet hole 11.
  • Conditional on the selectable return quantity can be generated a much higher swirl in the swirl chamber 7, as he would result from the outflow conditions (pressure difference across the nozzle outlet hole) of a simple swirl chamber 7.
  • the return amount becomes the determining factor for the peripheral speed at the nozzle exit hole end.
  • FIG. 9 shows injection jet images with variable return flow and 10 bar chamber pressure.
  • the increase in the chamber pressure leads, as already indicated, to a reduction in the penetration depth.
  • FIG. 10 compares the profiles of the jet cone angle determined for the two chamber pressures as a function of the return flow.
  • FIG. 10 Beam cone angle with variation of return quantity and chamber pressure
  • the beam cone angle when operating on the return line 10 is only slightly below that which occurs during operation with closed return 10. The small difference supports the assumption that the swirl built up in the swirl chamber 7 collapses again in the long nozzle exit hole 11. The increase in the chamber pressure leads to an increase in the beam cone angle at these two operating points.
  • This behavior can be used for a given geometric arrangement of injector and spark plug to correct the beam geometry depending on the current load point and / or injection timing.
  • the ratio ⁇ 11 is changed for a selected return flow.
  • ⁇ becomes larger
  • the cone angle can be reduced.
  • the dependence of the beam cone angle on the volume flow ratio is plotted in FIG.
  • the determination of the beam cone angle is based on the measurement specification in FIG. 5.
  • FIG. 12 illustrates the beam cone angle with a variable feed ratio ⁇ n.
  • FIG 13 shows a schematic diagram of the combustion process according to the BPI concept (Bowl Prechamber Ignition). Due to the great demands of the BPI process, the spin variable nozzle is very well suited for the direct injection of fuel. By deliberately changing the operating status of the spiral-variable nozzle, the spray pattern can be precisely adapted to the requirements. In the formation of the basic mixture, a large cone angle is required in order to achieve the best possible homogenization of the lean base mixture. The generation of the enriched ignition mixture, which is conveyed into the ignition chamber, takes place with a very small cone angle. Considering the above explanations and referring to the modes in Table 1, it is necessary to switch from the basic mixture mode 3 to the 1 or 2 mode for the accumulation amount within one cycle.
  • BPI Battery Prechamber Ignition
  • an operating concept was realized in which the return flow 10 is opened during the basic mixture formation and sets a fixed return flow rate and the associated cone angle.
  • the return 10 is closed, the cone angle thereby collapses and the enrichment amount can be accurately placed.
  • the spin variable nozzle with return has proven to be a very flexible concept for actively influencing the
  • Beam parameters of a fuel injector proved. Not only is the adaptation of the injection parameters possible with existing methods.
  • the design of new concepts consistently matched to the characteristics of the spin-variable injector may allow further improvement of the operating strategies of today's internal combustion engines by e.g. In gasoline engines with direct injection, the energy-efficient operating range with stratified charge is expanded.
  • FIG. 14 shows geometric relationships of a preferred nozzle exit hole 11.
  • the length I DL should be at least twice as large as the diameter d DL of the nozzle exit hole 11.
  • Table 1 Possible operating modes of the spin-variable nozzle

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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)

Abstract

L'invention concerne un procédé et un dispositif d'injection directe de carburant dans des moteurs à pistons alternatifs, ladite invention pouvant concerner l'injection d'essence, de diesel ou d'autres gaz combustibles (tels que le gaz naturel). L'objectif de cette invention est d'améliorer le processus de combustion dans des moteurs à pistons alternatifs et de réduire l'émission ou la formation de substances polluantes, en particulier d'oxydes d'azote dans les gaz d'échappement. A cet effet, le carburant est amené sous haute pression à un injecteur tourbillonnaire variable par l'intermédiaire d'au moins un canal d'alimentation (I, II), injecteur dans lequel une chambre tourbillonnaire (7) est formée. Dans une première phase, un mélange de base est injecté dans le cylindre, la buse de l'injecteur étant ouverte et, dans un même temps, le carburant étant refoulé de l'injecteur par l'intermédiaire d'un canal de retour (10) ou d'un des canaux d'alimentation (I, II). Ensuite, dans une seconde phase, un mélange d'allumage est injecté, l'injecteur étant ouvert et le canal de retour (10) étant fermé pour éviter un refoulement de carburant de l'injecteur.
PCT/DE2006/001087 2005-06-21 2006-06-20 Procede et dispositif d'injection directe de carburant dans des moteurs a pistons alternatifs Ceased WO2006136152A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP06761703A EP1899598A1 (fr) 2005-06-21 2006-06-20 Procede et dispositif d'injection directe de carburant dans des moteurs a pistons alternatifs
DE112006002024T DE112006002024A5 (de) 2005-06-21 2006-06-20 Verfahren und Vorrichtung zur Direkteinspritzung von Kraftstoff in Hubkolbenmotoren

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005030199 2005-06-21
DE102005030199.1 2005-06-21

Publications (1)

Publication Number Publication Date
WO2006136152A1 true WO2006136152A1 (fr) 2006-12-28

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PCT/DE2006/001087 Ceased WO2006136152A1 (fr) 2005-06-21 2006-06-20 Procede et dispositif d'injection directe de carburant dans des moteurs a pistons alternatifs

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EP (1) EP1899598A1 (fr)
DE (1) DE112006002024A5 (fr)
WO (1) WO2006136152A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09303235A (ja) * 1996-05-15 1997-11-25 Hitachi Ltd 燃料噴射弁
DE19815795A1 (de) * 1998-04-08 1999-10-14 Bosch Gmbh Robert Zerstäuberscheibe und Brennstoffeinspritzventil mit Zerstäuberscheibe
EP1029175A1 (fr) * 1997-11-03 2000-08-23 Günter Slowik Procede et gicleur pour l'injection de carburant dans la chambre d'explosion d'un moteur a combustion interne
US6125818A (en) * 1997-03-19 2000-10-03 Hiatchi, Ltd. Fuel injector and internal combustion engine having the same
DE19942291A1 (de) * 1999-09-04 2001-03-15 Daimler Chrysler Ag Kraftstoffeinspritzventil für eine Brennkraftmaschine
US20050115539A1 (en) * 2002-03-04 2005-06-02 Jaroslaw Hlousek System for pressure-modulated shaping of the course of injection

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09303235A (ja) * 1996-05-15 1997-11-25 Hitachi Ltd 燃料噴射弁
US6125818A (en) * 1997-03-19 2000-10-03 Hiatchi, Ltd. Fuel injector and internal combustion engine having the same
EP1029175A1 (fr) * 1997-11-03 2000-08-23 Günter Slowik Procede et gicleur pour l'injection de carburant dans la chambre d'explosion d'un moteur a combustion interne
DE19815795A1 (de) * 1998-04-08 1999-10-14 Bosch Gmbh Robert Zerstäuberscheibe und Brennstoffeinspritzventil mit Zerstäuberscheibe
DE19942291A1 (de) * 1999-09-04 2001-03-15 Daimler Chrysler Ag Kraftstoffeinspritzventil für eine Brennkraftmaschine
US20050115539A1 (en) * 2002-03-04 2005-06-02 Jaroslaw Hlousek System for pressure-modulated shaping of the course of injection

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 1998, no. 03 27 February 1998 (1998-02-27) *

Also Published As

Publication number Publication date
DE112006002024A5 (de) 2008-05-08
EP1899598A1 (fr) 2008-03-19

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