• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Internal combustion engine, comprising a cylinder head (1) and at least one piston-cylinder unit, in which a piston (3) is movable between a lower and a top dead center position in a cylinder (2). 3) and the cylinder head (16) a main combustion chamber (12) is formed, which communicates with an antechamber (4) having a Vorkammergasventil (5) and wherein inlet and outlet valves (6, 7) of the main combustion chamber (12) are actuated by an actuator (8), wherein the prechamber gas valve (5) is connected to a source of a gas-air mixture and the pre-chamber charge of a gas-air mixture having a lambda greater than 1.2, preferably greater than 1 , 5, more preferably greater than 1.7 and that the actuator (8) is configured such that the inlet valve (6) closes before the piston (3) reaches the bottom dead center position.
    公开号:AT516717A4
    申请号:T328/2015
    申请日:2015-05-26
    公开日:2016-08-15
    发明作者:Jochen Fuchs
    申请人:Ge Jenbacher Gmbh & Co Og；
    IPC主号:
    专利说明:

    The present invention relates to an internal combustion engine with the features of the preamble of claim 1 and a method having the features of the preamble of claim 6.
    It is known to perform internal combustion engines, in particular gas engines, up to a displacement of about 3 liters as a direct detonator. In direct igniters, a spark plug projecting into the main combustion chamber directly ignites the gas-air mixture present in the main combustion chamber. The disadvantage of direct igniters is that the quality of the ignition of the gas-air mixture is completely dependent on the spark plug. Even low wear of the spark plug is noticeable by cycle fluctuations (fluctuations in the center of gravity of the combustion). For operation with maximum efficiency, however, it is important to operate the internal combustion engine as close as possible to the knock limit. However, if cycle fluctuations are taken into account, the internal combustion engine must be operated at a greater distance from the knock limit and thus with reduced efficiency. In such internal combustion engines, which thus have no pre-chambers, it is customary by using specially trained spark plugs, pistons (for example, depression piston) and a special cylinder head and by closing the intake valve after the piston has left its bottom dead center (late Miller or Atkinson method) a turbulence of the charge in the main combustion chamber and thus to achieve a more homogeneous combustion.
    It is also known to flush in pre-chambered internal combustion engines (usually from a displacement of about 3 liters), the atria with pure gas or a very rich gas-air mixture (lambda about 1.1), so that in the Pre-chamber present mixture is well flammable. At the time of ignition, a lambda of about 1.0 to 1.1 then appears in the prechamber. This is called gas-rinsed atria. The ratio of the volume of the prechamber to the volume of the main combustion chamber at top dead center (compression volume) is often about 1% in such prechamber engines.
    Gas-flushed atria usually have a separate from the supply of the main combustion chambers fuel gas supply. This fuel gas supply usually contains a Vorkammergaskompressor, which serves to bring the certain for the pre-chamber fuel gas to boost pressure level and larger to produce a positive pressure drop across the pre-chamber gas valve (usually a check valve). The costs for the pre-chamber gas compressor and the pre-chamber gas control system are considerable, so that this technology is not used for smaller gas engines (with a displacement of up to 3 liters).
    Furthermore, it is known to close an intake valve before a piston has reached its bottom dead center in the intake stroke (early Miller method).
    The object of the invention is to provide a generic internal combustion engine and a generic method in which a homogeneous and very fast combustion can be achieved without the special designs of spark plug, piston and cylinder head.
    This object is achieved by an internal combustion engine having the features of claim 1 and a method having the features of claim 6. Advantageous embodiments are defined in the dependent claims.
    According to the invention, it is thus provided that the pre-chamber gas valve is connected to a source of a gas-air mixture and the prechamber charge from a gas-air mixture with a lambda greater than 1.2, preferably greater than 1.5, particularly preferably as 1 7, and that the actuator is configured such that the inlet valve closes before the piston reaches the bottom dead center position.
    Examples of the actuators of the intake and exhaust valves are a camshaft or hydraulic devices. Meant is the bottom dead center in the intake stroke.
    A stoichiometric ratio of gas to air results in a lambda of 1. An excess air (lean mixture) gives a lambda greater than 1. "Gas" in the gas-air mixture is understood to mean a fuel gas, for example natural gas.
    Normally, the charge in the prechamber has a stoichiometric lambda or at most a slightly increased lambda, since this charge serves to generate an intensive ignition pulse. The ignited charge of the antechamber enters
    Form of ignition torches via crossing holes in the main combustion chamber and ignites the lean gas-air mixture present there.
    The invention chooses the per se paradoxical measure to load the pre-chamber with a very lean gas-air mixture (lambda greater than 1.2, preferably greater than 1.5, more preferably greater than 1.7) and this measure with a early Miller method (or Atkinson method). Surprisingly, the antechamber can thus be used in a manner which, owing to the torches entering the main combustion chamber, produces a homogenization of the combustion of the mixture located in the main combustion chamber, which in the prior art in direct igniters can only be achieved by the elaborate design measures described above (depression, etc.). was possible. The early Miller procedure ensures complete rinsing of the prechamber by the still retracting piston.
    Thus, for example, can be dispensed with specially designed pistons, such as hollow piston and instead a flat piston can be used. Flat-bottomed flasks are less likely to build up deposits and are easier to clean than troughed flasks.
    It is preferably provided that the ratio of a volume of the prechamber to the volume of the main combustion chamber at top dead center (the compression volume) is in a range of 2% to 4%. The choice of an over the prior art unusually large antechamber causes, despite the lean mixture in the pre-chamber yet enough chemical energy for the ignition pulse to ignite the main combustion chamber is available.
    The invention ensures that even smaller gas engines (up to about a stroke volume per cylinder of about 3 liters), which are not usually equipped with an antechamber, can be equipped with a comparatively favorable pre-chamber ignition compared to gas-flushed atria.
    This causes the thus-equipped smaller gas engines to achieve an improved efficiency over the prior art.
    Cycle fluctuations are reduced and the engine can be operated closer to the knock limit.
    Preferably, the source of the gas-air mixture is formed by an intake passage of the main combustion chamber, and there is provided a communication passage between the intake passage and the pre-chamber gas valve. Thus, the pre-chamber can be supplied with the present in the intake duct gas-air mixture. A complex pre-chamber gas supply system with pre-chamber gas compressor, etc. is thus not required because the mixture is taken directly from the intake.
    Particularly preferably, it is provided that the connecting line is formed as a cavity in the cylinder head and preferably a temperature control device is provided for the connecting line. By the connecting line is formed directly in the cylinder head, the line in the production of the cylinder head can be applied.
    Alternatively, the connecting line may be designed as a branch line structurally separate from the cylinder head.
    The temperature control device is provided in order to keep the connecting line at a temperature at which condensation of the gas-air mixture is prevented.
    If the connecting line is formed as a cavity in the cylinder head, engine cooling water can be used to preheat the gas-air mixture in the connecting line in a simple manner.
    It is preferably provided that the internal combustion engine is designed as a stationary gas engine, which is preferably coupled or coupled to a generator for generating electricity.
    The invention will be explained in more detail with reference to FIGS. Show it:
    1 is a schematic representation of the relevant parts of the invention of an internal combustion engine according to the invention,
    Fig. 2 course of adjusting itself in the process according to the invention
    Pressure in the main combustion chamber and the boost pressure prevailing in the intake passage (upper diagram)
    Valve lift curves for different intake valve timing (middle diagram)
    Differential pressure between the pressure in the pre-chamber and the pressure in the intake passage, i. Prechamber differential pressure (lower diagram), each above the crankshaft angle.
    1 shows a cylinder 2 in which a piston 3 is arranged movable up and down, wherein between the piston 3 and cylinder 2, a main combustion chamber 12 is formed. At its top dead center, the piston 3 with the cylinder 2 forms the so-called compression volume.
    An intake passage 10 is closable by an intake valve 6 and an exhaust passage 11 is closed by an exhaust valve 7 opposite to the main combustion chamber 12.
    An antechamber 4 communicates via Überströmbohrungen 17 with the main combustion chamber 12 and has an ignition source 13 and designed as a check valve Vorkammergasventil 5, which is connected to a source of a gas-air mixture. In this embodiment, the intake passage 11 itself serves as this source, and there is provided a connecting passage 9 formed as a cavity in the cylinder head 15 to the pre-chamber gas valve 5. For the flow control of the pre-chamber 4 can be supplied to gas-air mixture, an adjustable throttle in the connecting line 9 is arranged in this embodiment.
    Furthermore, a tempering device 15 is provided in the form of a preheating by engine cooling water to keep the connecting line 9 at a temperature at which a condensation of the gas-air mixture is prevented.
    FIG. 2 shows in the upper part of the diagram the cylinder pressure curve for different intake valve control times.
    Below are the valve lift curves of the intake and exhaust valves for different intake valve timing.
    The diagram below shows the course of the differential pressure over the pre-chamber gas valve via the crank angle.
    The curves are as follows: - Curves "1" indicate the pressure curves for the earliest intake valve closing ("earlier Miller") - curves "2" denote the pressure curves for a later intake valve closing as curves "1" - curves " 3 "designate the pressure curves for a later intake valve closing as curves" 2 ". This is the filling-optimized valve lift curve, characterized by the lowest charge pressure to be applied with the same engine output. - Curves "4" indicate the pressure curves for a later intake valve closing as curves "3" ("later Miller")
    The various intake valve lift curves 1 to 4 are shown in mm in the valve lift curves. The order is 1,2, 3, 4.
    Adapted to the intake valve timing is the boost pressure. The adjusted boost pressures are shown above as boost pressures 1 to 4, with the highest charge pressure for the valve timing "1" is applied. It follows as the second highest boost pressure applied to the valve timing "4". The next highest boost pressure is that applied to the valve timing "2". The lowest boost pressure is applied for valve timing "3". The order of boost pressures from high to low is therefore 1.4, 2, 3.
    The resulting cylinder pressure curves are again marked with the numbers 1 to 4.
    In the diagram below are the progressions of the differential pressure between boost pressure (that is, the pressure applied in the intake passage 10) and pressure in the pre-chamber 4 on the crank angle for the various valve timing 1 to 4 and marked with the numbers 1 to 4.
    A positive differential pressure (above the zero line) means that the pressure in the intake passage 10 (boost pressure) is greater than the pressure in the pre-chamber 4 and thus gas-air mixture can flow from the intake passage via the pre-chamber gas valve in the prechamber. Of course, the differential pressure must also overcome the spring force of the designed as a check valve Vorkammergasventils 5, therefore be greater than zero accordingly.
    The area under the differential pressure curve (between the differential pressure curve and the zero line) is proportional to the amount of gas-air mixture that has flowed into the pre-chamber 4 in one working cycle.
    It can be seen that at early intake valve closing times ("earlier Miller") significantly more gas-air mixture flows into the pre-chamber 4 than in the otherwise usual for internal combustion engines of this type late intake valve closing times ("later Miller").
    This ensures that even when using a lean gas-air mixture from the intake passage 10 of the internal combustion engine 1, the same chemical energy in the antechamber 4 can be introduced as otherwise only by the use of a rich gas-air mixture for flushing the pre-chamber (ie in a gas-flushed antechamber).
    In addition, before the next combustion cycle residual gas from the antechamber is effectively flushed out.
    In the connecting channel 9, an adjustable throttle can be provided in a variant, via which the supplied amount can be regulated and possibly reduced.
    List of reference numbers used: 1 internal combustion engine 2 cylinders 3 pistons 4 prechamber 5 prechamber gas valve 6 intake valve 7 exhaust valve 9 connecting pipe 10 intake passage 11 exhaust passage 12 main combustion chamber 13 ignition source 14 throttle 15 damper device 16 cylinder head 17 transfer port (s)
    Innsbruck, 18 May 2015
    权利要求:
    Claims (6)
    [1]
    1. internal combustion engine, with a cylinder head (1) and at least one piston-cylinder unit in which in a cylinder (2) a piston (3) between a lower and a top dead center position is movable, wherein in the cylinder (2) through the Piston (3) and the cylinder head (16) is a main combustion chamber (12) is in communication with an antechamber (4) having a Vorkammergasventil (5) and wherein inlet and outlet valves (6, 7) of the main combustion chamber ( 12) are actuated by an actuator (8), characterized in that the Vorkammergasventil (5) is connected to a source of a gas-air mixture and the Vorkammerladung of a gas-air mixture having a lambda greater than 1.2 , preferably greater than 1.5, more preferably greater than 1.7, and that the actuator (8) is configured such that the inlet valve (6) closes before the piston (3) reaches the bottom dead center position.
    [2]
    2. Internal combustion engine according to claim 1, wherein the ratio of a volume of the pre-chamber (4) to a compression volume of the main combustion chamber (12) in a range of 2% to 4%.
    [3]
    3. Internal combustion engine according to claim 1 or 2, wherein the source of the gas-air mixture of the prechamber (4) by an intake passage (10) of the main combustion chamber is formed and a connecting line (9) between the intake passage (10) and the pre-chamber gas valve ( 5) is provided.
    [4]
    4. Internal combustion engine according to claim 3, wherein the connecting line (9) as a cavity in the cylinder head (1) is formed and preferably a temperature control device (15) for the connecting line (9) is provided.
    [5]
    5. Internal combustion engine according to at least one of the preceding claims, wherein the internal combustion engine is designed as a stationary gas engine, which is preferably coupled or coupled to a generator for generating electricity.
    [6]
    6. A method of operating a fuel cell having an antechamber (4) and a main combustion chamber formed by a piston (3) in which the prechamber (4) is preferred with a gas-air mixture having a lambda greater than 1.2 greater than 1.5, more preferably greater than 1.7 is charged and an inlet valve (6) of the main combustion chamber (12) communicating with the prechamber (4) is operated in an early Miller method.
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA328/2015A|AT516717B1|2015-05-26|2015-05-26|Internal combustion engine|ATA328/2015A| AT516717B1|2015-05-26|2015-05-26|Internal combustion engine|
    CA2986113A| CA2986113A1|2015-05-26|2016-05-04|Internal combustion engine|
    EP16736757.2A| EP3303804B1|2015-05-26|2016-05-04|Internal combustion engine|
    US15/576,195| US10323566B2|2015-05-26|2016-05-04|Internal combustion engine|
    PCT/AT2016/050124| WO2016187628A1|2015-05-26|2016-05-04|Internal combustion engine|
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