• 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:
    The present invention relates to a fuel injection method for a compression-ignition direct injection internal combustion engine comprising at least one cylinder (10), a cylinder head (12) carrying fuel injection means (14), a piston (16) sliding in this cylinder, a combustion chamber (34) delimited on one side by the upper face (44) of the piston having a pin (48) erected towards the cylinder head and disposed in the center of a concave bowl (46) with at least two mixing zones (Z1, Z2), said injection means projecting fuel according to at least two plies (36, 38) of fuel jets having different angles of coverage (A1, A2), characterized in that it consists in injecting into the combustion chamber the fuel jets (40) of one (36) of the plies in a radial direction (C1) forming a non-zero angle (b2) with the radial direction (C2) of the fuel jets (42) on the other side of the webs and to admit e the oxidizer in a swirl movement with a swirl number less than or equal to 1.5.
    公开号:FR3018550A1
    申请号:FR1452119
    申请日:2014-03-14
    公开日:2015-09-18
    发明作者:Lionel Martinez；Stephane Richard；Olivier Laget
    申请人:IFP Energies Nouvelles IFPEN；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method for controlling fuel injection of a direct injection internal combustion engine, in particular a compression ignition engine, and to a motor using such a method.
    [0002] It relates more particularly to a process for an engine used in the aeronautical or road field or in the field of stationary installations, such as a generator. This type of engine generally comprises at least one cylinder, a piston comprising a pin disposed in a concave bowl and sliding in this cylinder in a reciprocating rectilinear motion, means for admitting an oxidizer, means for exhausting burnt gases , a combustion chamber, and injection means for injecting a fuel into the combustion chamber.
    [0003] As is generally admitted, during the design of an engine, the constraints of performance, pollutant emissions and mechanical strength of the combustion chamber are becoming stronger while the means to satisfy them are opposite.
    [0004] Thus the increase in performance generally leads to an increase in pollutant emissions and higher mechanical stresses. It is necessary to overcome these constraints so as to ensure a limited emission of pollutants and satisfactory mechanical strength over the entire operating range of the engine and in particular at very high load. In particular for pollutant emissions the use of all the oxidant present in the combustion chamber, for example an oxidizer comprising ambient pressure air, supercharged air, or a mixture of air (supercharged or not) ) and recirculated flue gas is of great importance. Indeed, it is necessary that the fuel mixture (oxidizer / fuel) in the combustion chamber is as homogeneous as possible.
    [0005] In practice, the fuel remains confined in the bowl and can not mix with the oxidant located in particular in the flush, that is to say in the volume located in the upper part of the combustion chamber defined by the wall of the cylinder and the face of the bolt opposite the piston.
    [0006] This has the disadvantage of creating areas of high richness in the combustion chamber generating a high production of soot, carbon monoxide (CO) and unburned hydrocarbons (HC) during the combustion of this fuel mixture. In addition, to return to the problem of mechanical strength, the heat load is concentrated on the reentrant of the piston, that is to say the collar or the bowl diameter restriction which marks the transition between the piston bowl and the upper zone encompassing hunting, which can be limiting in terms of mechanical strength at very high loads.
    [0007] To overcome these disadvantages, and as is better described in the French patent application No. 13 60426 of the applicant, it is intended to use an internal combustion engine comprising fuel injection means with jets according to at least two web angles and a piston having a bowl provided with a nipple with two volumes of combustion zones and internal aerodynamics substantially improving the quality of combustion. This makes it possible to use a larger amount of oxidant compared to traditional engines and to distribute the heat load over a larger area of the combustion chamber.
    [0008] In this type of engine, the mixture between the fuel injected and the oxidizer, such as air at ambient pressure or supercharged air or a mixture of air (supercharged or not) with exhaust gases Recirculated, admitted into the combustion chamber is done in two stages. Firstly during the fuel injection, the oxidant, located on the periphery of the fuel jet, is driven by the same jet. A small-scale mixture resulting from the turbulence generated by this entrainment then occurs. In order to improve this fuel / oxidant mixture, a swirling motion of the oxidant, called swirl, is used in a second step, which "brews" the unmixed fuel on a large scale. This swirl can be seen as a rotational movement of the oxidizer around an axis substantially parallel or coincident with that of the combustion chamber. This swirl can be obtained by a particular admission of the oxidant, such as by a specific geometry of the intake ducts. In this configuration, however, it should be noted that while the small scale mixture made in the gaseous spray is very fast, the large-scale mixing associated with the swirling movement is slower.
    [0009] Engine performance, fuel consumption and emissions of pollutants such as soot, carbon monoxide or unburned hydrocarbons are highly dependent on the ability to quickly mix the fuel with the accepted oxidizer.
    [0010] A work of optimization of the injection system and the level of swirl is thus generally realized in order to optimize the performances of the engine. One of the solutions consists in using a number of swirls, called Ns, relatively high, of the order of 2 to 3, this number being equal to the ratio between the speed of rotation of the swirling motion of the oxidant and that of the crankshaft. A disadvantage of this solution is that on certain operating points of the engine and more particularly when the fuel injection pressure is not high enough, or when a large amount of fuel is injected, the fuel jets can be circumferentially deviated excessively, resulting in an interaction, or even a superposition between the different jets. This phenomenon can significantly increase the emissions of soot and unburned hydrocarbons, while degrading the combustion efficiency and thus the power and consumption. The present invention proposes to overcome the drawbacks mentioned above by means of a process which makes it possible to obtain a better mixture between the oxidant (gaseous fluid) while allowing the use of a fuel injection system to at least two ply angles and a piston whose profile allows the combustion chamber to have at least two combustion zones.
    [0011] For this purpose, the invention relates to a fuel injection method for a direct injection internal combustion engine with compression ignition comprising at least one cylinder, a cylinder head carrying fuel injection means, a piston sliding in this cylinder, a combustion chamber delimited on one side by the upper face of the piston having a pin rising in the direction of the cylinder head and disposed in the center of a concave bowl with at least two mixing zones, said injection means projecting fuel according to at least two layers of fuel jets of different angles of the web, a lower layer of jet axis C1 for zone Z1 and a top layer of jet axis C2 for zone Z2, characterized in that it consists in injecting into the combustion chamber the fuel jets of one of the plies in a radial direction forming a non-zero angle b2 with the radial direction C2 of the fuel jets of the other d tablecloths and to admit the oxidizer in a swirl movement with a swirl number less than or equal to 1.5.
    [0012] The method may consist in injecting the fuel jets with an angular phase difference, between two neighboring jets and belonging to different plies, substantially equal to the half-angle between two jets of the same ply.
    [0013] The method can consist in injecting the fuel according to a number of jets "n" connected to the number of swirls "Ns" by the correlation: -4.Ns + 16 n -4.Ns + 18. The method may include injecting the fuel in at least two fuel jet plies axially located one above the other with a different ply angle from each other. The method may include injecting the fuel with a different fuel flow rate between the two webs.
    [0014] The invention also relates to a direct injection internal combustion engine with compression ignition comprising at least one cylinder, a cylinder head carrying fuel injection means, a piston sliding in this cylinder, a combustion chamber delimited on one side by the upper face of the piston having a pin extending in the direction of the cylinder head and disposed in the center of a concave bowl, said method of injecting the fuel in at least two different ply angle fuel jet plies; lower layer of jet axis C1 and an upper layer of jet axis C2, characterized in that it comprises fuel injection means for injecting the fuel jets of one of the sheets in a radial direction forming a non-zero angle with the radial direction of the fuel jets on the other of the plies and in that it comprises means for admitting the oxidant in a swirling motion with a number swirl less than or equal to 1.5.
    [0015] The other features and advantages of the invention will now appear on reading the following description, given solely by way of illustration and without limitation, and to which are appended: FIG. 1, which shows an internal combustion engine according to FIG. invention; - Figure 2 which is a partial view on a large scale of a half-section of the profile of the piston bowl of the engine of Figure 1; - Figure 3 which is a cross-sectional local sectional view of the bowl during the initial fuel injection phase; - Figures 3A and 3B which are sectional views along the lines AA and BB of Figure 3; FIG. 4 which is another cross-sectional view of the bowl during the fuel injection terminal phase and FIGS. 4A and 4B which are sectional views along the lines AA and BB of FIG. 4.
    [0016] Referring to Figure 1, a direct injection internal combustion engine with compression ignition comprises at least one cylinder 10, a cylinder head 12 closing the cylinder at the top, fuel injection means 14 carried by the cylinder head and a piston 16 of axis XX 'sliding in the cylinder in a reciprocating rectilinear motion. By fuel, it is understood a liquid fuel, such as diesel, kerosene or any other fuel having the physico-chemical characteristics for the operation of a compression ignition type engine including a direct injection system of the fuel. This engine also comprises a flue exhaust means 18 with at least one exhaust pipe 20 whose opening can be controlled by any means, such as for example an exhaust valve 22 and an intake means 24. an oxidizer with at least one intake manifold 26 whose opening can be controlled by any means, such as an intake valve 28.
    [0017] The admission means are shaped to admit the oxidant with a determined swirl rate. For this, the intake means may comprise at least one valve means and the motor may comprise at least one control means for actuating the valve means so as to obtain the determined swirl rate. These admission means may also comprise a specific geometry of the intake manifold 26. The injection means comprise at least one fuel injector 30, preferably disposed in the axis XX 'of the piston whose nose 32 has a a multiplicity of orifices 33 through which the fuel is sprayed and projected towards the combustion chamber 34 of the engine. It is from these injection means that the projected fuel forms at least two plies of fuel jets, here two plies 36 and 38 of fuel jets 40 and 42, which, in the example shown, have an axis General confused with that of the piston 16 while being located axially one above the other. More precisely, the ply 36, which is located closest to the piston 16, is hereinafter referred to as the lower ply, while the ply 38 placed furthest from this plunger is called the upper ply.
    [0018] As can be seen in FIG. 1, these two plies form plane angles A1 and A2 that are different from one another. By nappe angle, it is understood the angle at the summit that forms the cone coming from the injector and whose dummy peripheral wall passes through all the axes C1 or C2 of the fuel jets 40 or 42.
    [0019] Advantageously, the lap angle A1 of the low ply is at most 130 °, preferably between 105 ° and 130 °, whereas the ply angle A2 of the high ply is at most 180 °, preferably between 155 ° and 180 °.
    [0020] For reasons of simplification in the rest of the description, the angle α1 corresponds to A1 / 2 while the angle α2 corresponds to A2 / 2 (see FIG. 2). Preferably, the difference between the angle A1 and the angle A2 is greater than or equal to 25 °. This thus makes it possible to limit overlaps of fuel jets between the two layers and thus the formation of pollutants, such as soot. Of course, it can be expected that the injection means are not arranged in the axis XX ', but in this case, the general axis of the fuel jet layers from the fuel injector is at least substantially parallel to this axis XX '. Similarly, it may be provided that each web is carried by a separate injector (single-web injector) with dedicated targeting in separate areas of the combustion chamber.
    [0021] The combustion chamber 34 is delimited by the internal face of the cylinder head 12 opposite the piston, the circular inner wall of the cylinder 10 and the upper face 44 of the piston 16. This upper face of the piston comprises a concave bowl 46, here of axis coincident with that of the cylinder, whose concavity is turned towards the cylinder head and which houses a stud 48 located substantially in the center of the bowl, which rises towards the cylinder head 12, being preferably coaxial with the axis of the sheets fuel from the injector 30.
    [0022] Of course, it may be provided that the axis of the bowl is not coaxial with that of the cylinder but the essential lies in the arrangement according to which the axis of the sheet of fuel jets, the pin axis and the axis of the bowl are preferably confused.
    [0023] Referring additionally to Figure 2, the stud 48, of generally frustoconical shape, has an apex 50 preferably rounded, continuing, deviating symmetrically from the axis XX 'towards the outside of the piston 16, by a substantially rectilinear inclined surface 52 continuing with an inclined flank 54 to reach a bottom 56 of the bowl. Of course and without departing from the scope of the invention, the inclined surface 52 may be non-existent (zero length) and the inclined side 54 then connects the top of the stud to the bottom of the bowl.
    [0024] In the example of FIG. 2, the bottom of this bowl is rounded with a concave curved surface 58 in the form of an arc of radius R1, referred to as the inner rounded surface, connected to the bottom of the inclined sidewall 54 and another concave rounded surface 60 in an arc of radius R2, said outer rounded surface, connected by one of its ends to the lower end of the inner rounded surface at a point M and the other of its ends to a side wall 62, here substantially vertical, at one point N. The two rounded surfaces 58 and 60 thus define the lower part of a toric volume, here a torus of substantially cylindrical section 64 and center B whose role will be explained in the following description. The lateral wall 62 continues, always deviating from the axis XX ', by a rounded convex surface 66 in a circular arc of radius R3, called a reentrant, ending in an inclined plane 68 connected to a concave inflexion surface. 69 This flat surface is continued by an outer convex surface 72 in an arc of radius R5 which arrives at a flat surface 74 extending to the vicinity of the wall of the cylinder. The combustion chamber thus comprises two distinct zones Z1 and Z2 in which mixing takes place between the oxidant they contain (air - supercharged or not - or mixture of air and recirculated flue gases) and the fuel from the combustion chamber. injector as well as the combustion of the fuel mixture thus formed.
    [0025] The zone Z1, delimited by the stud 48, the torus 64 of the bottom of the bowl, the wall 62 and the rounded convex surface 66, forms the lower zone of the combustion chamber which is associated with the lower layer 36 of fuel jets. C1 axis. Z2 zone, demarcated by the inclined plane 68, the concave surface 69, the substantially planar surface 70, the convex surface 72, the flat surface 74, the peripheral inner wall of the cylinder and the cylinder head 12, constitutes the upper zone of this chamber. which is associated with the upper layer 38 of C2 axis fuel jets. In this configuration, the bowl comprises, for a position of the piston close to top dead center: - an outer diameter of FD bowl bottom with a radius considered between the axis XX 'and the lowest point M of the bowl, c' that is to say at the intersection between the ray surfaces R1 and R2, - a diameter of the bowl opening BD with a radius considered near the bottom of the bowl and corresponding to a distance taken between the axis XX 'and the furthest point of the external concave surface 60, - a neck diameter GD with a radius which corresponds to the distance between the axis XX 'and the vertical wall 62 which defines the outlet section of this bowl, - a diameter d high injection Dl with a radius which corresponds to the distance between the axis XX 'and the beginning of the inflection surface 69 at the point P between the inclined plane 68 and the convex surface 66 delimiting a length L6 of the jets 38 between the T2 origin of the C2 axis of the jets on the axis of the nose of the injector and the point P and which responds the formula 'Dl isin (a2), - a developed length of the diametrical half-cut Cb of the bowl, constituted by the length from the intersection of the top of the nipple with the axis XX' to the wall of the cylinder; a height H of nipple between the bottom of the bowl at the point M to the top of the nipple, - a height L of the bowl between the bottom of the bowl at the point M to the flat surface 74, - a junction height L3, which corresponds to the extent of the side wall 62, considered between the end of the outer rounded surface 60 at the point N and the beginning of the outer rounded surface 66, - a height L4 considered between the point P and the point M, - a angle of inclination a3 with respect to a vertical for the inclined sidewall 54, - an inclination angle a4 formed by the main axis C1 of the fuel jets of the lower layer 36 impacting the torus with the tangent at the point of impact F delimiting a length L5 of the jets 40 between the origin T1 of the axis C1 of the jets on the axis of the nose of the i njector and point F. This length L5 corresponds to the formula ID2 / sin (al) with ID2 which corresponds to a low injection diameter with a radius which corresponds to the distance between the axis XX 'and the point F, - an angle of inclination a5 considered at the tangency of the outer rounded surface 60 with the side wall 62 at the point N, - an inclination angle a6 with respect to the horizontal and the tangent to the substantially planar wall 70, - a angle of inclination a7 with respect to the horizontal and the inclined plane 68 at the point of intersection P.
    [0026] All these parameters are appreciated for a position of the piston 16 in the vicinity of the top dead center which corresponds to a distance D considered between the point M and the origin T2 of the axis C2 of the jets 42. More precisely, this distance D is equal to to the sum of the height L4 and the height C, height C which corresponds to the axial height between the origin T2 and the point P. This height corresponds to the formula ID1 / tan (a2). Thus, the dimensional and angular parameters of this bowl satisfy at least one of the following conditions: the angle a4 is greater than 80 °. This amounts to passing more than half of the fuel jet between the center B of the torus 64 and the pin and more precisely the lower part at the point M and thus to ensure an aerodynamic movement in the torus going back up the cylinder, - the angle a5 must be positive and less than 90 °. Preferably, it must be of the order of 30 ° to 40 ° in order to direct the fuel jets 40 of the lower ply 36 to the volume of oxidant S1 to use the oxidant of this zone while limiting the rise of this fuel towards the upper layer 38, the volume S1 of the oxidant situated between the fuel jets 40 of the lower layer is minimized, again with a view to optimizing the use of the oxidant in the chamber, the position of the top of the stud 48 is as close as possible to the nose 32 of the injector 30 in order to limit the volume of oxidizer under the injector which will not be impacted by the fuel jets, which again amounts to minimizing the volume S1. Thus the H / L ratio is greater than 40% and preferably greater than 60%, the angle a3 is substantially equal to or greater than the angle α1 of the lower layer (-10 ° a a3-α1 <10 °). Thus, the general axis of the jets of the lower layer tangents the flank 54 of the stud. The fuel jets 40 of the lower ply 36 can thus interact with the rounded surface 58 by vaporizing completely before impacting the piston, the volume of oxidizer S 2 between the two plies is non-zero since the interaction between the plies is harmful. for pollutants. The volume S2 must nevertheless be minimized. To do this, the length of junction L3 between the torus and the reentrant 66 (rounded convex surface of radius R3) must be such that L3 / (2 * length of R2) <1 or (L3 / length of R2 <2) so to ensure that the volume of oxidizer S2 available between the upper and lower plies 38 and 38 is small relative to the volume of fuel generated by the jets of the lower ply, - the second combustion zone Z2 located in the upper part of the plunger which starts from the reentrant 66 is intended for the fuel jets 42 of the upper sheet 38, - the combustion volume of the zone Z2 is at least equal to one tenth of the total volume of the bowl, - the so-called hunting zone is formed by the inclined plane 68, the concave surface 69, the flat surface 70, the convex surface 72 and the flat surface 74. The angle a6 is between 10 ° and 75 °, which makes it possible to burst the fuel jets 42 to create an aerodynamic motion above the piston and additionally to use the oxidizer in the hunting area. This aerodynamics allows a better fuel / oxidant mixture above the piston, in particular during the expansion and thus promote the oxidation of the flue gases, - to promote the distribution of fuel from the jets 42 in the flush, a guide surface 68 is provided between the reentrant 66 and the surface 70. This guide surface may be rounded in extension of the reentrant or substantially flat. This guiding surface serves to concentrate the fuel jets 42 and to guide them towards the convex surface 72. Thus this guiding surface has an angle a7 at the point of intersection P whose deviation from the ply angle α2 is less than 45 °, the location of the inflection surface 69 is such that the distances L5 and L6 are approximately of the same order (0.5 <L5 / L6 <2). Thus, advantageously the fuel jets will substantially impact at the same time the piston in the torus and the inflection zone respectively. the diameter D1 must be such that ID1 / GD> 1 and D1 <(GD + (Cb-GD) * 2/3). This allows the fuel jets 42 to optimize the aerodynamics above the piston. In addition, the ratio BD / L is less than 6, preferably less than 4, the ratio R2 / R1 is less than 1, preferably less than 0.6, the ratio FD / BD is less than 1, the ratio Cb / BD is less than 2 to keep a complete vaporization of the fuel and prevent the wetting of the wall of the cylinder, - the ratio GD / BD is between 0.7 and 1 for the aerodynamics of the torus and the rise of the fuel jets, - the H / L ratio is greater than 40%, preferably greater than 60% to minimize the volume of oxidant between the nose of the injector and the nipple, the ratio L5 / L6 is between 0.5 and 2 for the impact of two sheets at the same time, Al is between 40 ° and 130 ° with al = A1 / 2, A2 is between 130 ° and 180 ° with a2 = A2 / 2, - a3 is substantially equal to a1, - a4 is greater than at 80 °, a5 is between 0 ° and 90 °, preferably substantially 30 ° to 40 °, the angle a6 is between 15 ° and 75 °, - a7-a2 is less than 45 °, - the ratio ID1 / GD is greater than 1, - D1 is less than (GD-E (Cb-GD) * 2/3). Thus, thanks to this setting of the bowl, the fuel jets of the lower layer 36 directly target the torus 64 and do not directly impact the reentrant 66. As a result, the combustion of the fuel / lower oxidant mixture takes place essentially in the volume of the torus while the combustion of the fuel mixture / higher oxidant is essentially in the flush and above the piston.
    [0027] In addition, the interaction of the jets of the upper layer with the jets of the lower layer is limited, which makes it possible to homogenize the oxidant / fuel mixture while complying with high-load mechanical strength constraints.
    [0028] Referring now to Figure 3 in conjunction with Figure 1 which illustrate an example of fuel injection into the combustion chamber 34. As already mentioned, the injector 30 carries at its nose 32 injection ports 33 from which radiate the fuel jets (see Figure 1). These orifices consist of at least two series of fuel injection radial apertures 33a and 33b placed substantially parallel to each other. The orifices are arranged circumferentially on the nose and the series are placed one above the other. One of the series comprises orifices 33a through which the fuel is injected by forming the lower layer of jets 36 of axis C1 for the mixing zone Z1. The other of the series comprises orifices 33b for the fuel injection forming the upper sheet 38 of jets C2 axis for the mixing zone Z2.
    [0029] In this configuration, the radial injection of the fuel jets is carried out in a radial direction from the injector away from the injector towards the walls of the combustion chamber and which corresponds to the axes C1 and C2.
    [0030] Of course and without departing from the scope of the invention, the diameters of the orifices 33a and 33b may be different. By way of example, the diameter of the orifices 33a may be greater than the diameter of the orifices 33b. As the injection pressure is identical in the region of the nose of the injector, this has the effect of producing two layers of fuel jets with different flow rates.
    [0031] Similarly, the number of orifices between the lower layer and the upper layer can be different and correlated according to the number of swirls as will be explained in the following description.
    [0032] Finally, the number of orifices "n" that can be put on all the two layers can be connected to the number of swirls "Ns" by the correlation: -4.Ns + 16 n - 4.Ns + 18 . The limiting case of a number of orifices or n = 18 corresponds to a number of zero swirls. Indeed, the angle formed by the fuel jets being generally close to 20 °, in the absence of swirl, the number of jets must indeed be less than or equal to 18 to avoid direct interaction between the jets. In addition, in this limited case, the interaction of the jets of the lower layer with the bottom of the bowl resulting in an enlargement of the head of the fuel jets, as they rise towards the hunting zone, they can interact with the toss the top sheet and disturb the mixture. This usually results in an increase in soot production and a decrease in combustion efficiency. This is why we may prefer to slightly reduce the number of jets to 17 or even 16 to ensure that no interaction is possible between the jets.
    [0033] When the swirl is non-zero, simulations performed by the applicant with an identical number of orifices on each of the layers, have shown that the number of jets must not exceed 14 when the number of swirl is equal to 1, under hardly increase the production of soot.
    [0034] In general, the objective being to minimize the role of the swirl movement in the mixture and to achieve this mixture by a multiplication of the number of jets, it will be recommended not to go below 10 injection holes, either 5 holes per table and over a swirl number of 1.5.
    [0035] Referring now to FIG. 3 which illustrates an injector comprising 12 injection orifices with 6 orifices 33a and 6 orifices 33b, the jets 40 of the ply 36 are regularly distributed circumferentially, each being separated by an angle substantially equal to 60 ° with respect to their axis C1 and the jets 42 of the ply 38 are also regularly distributed circumferentially each being separated by an angle 13 substantially equal to 60 ° with respect to their axis C2. In addition, the orifices 33a of the lower layer and the orifices 33b of the upper layer must not be on top of each other, but the axes of the two neighboring jets and belonging to different layers must have an angular phase shift, noted b2, which is here substantially equal to the half-angle between two jets of the same sheet. This avoids the interaction between the two layers when the fuel from the lower sheet out of the bowl area to join the hunting area.
    [0036] Thanks to this, it is possible to use a large and equal number of holes on each of the plies with a low swirl number, ideally less than 1.5, in order to achieve the mixing between the fuel and the oxidant in the same way. faster possible and this mainly during the injection process.
    [0037] This mixture is then mainly achieved by the entrainment of the gaseous oxidant by the fuel jets, the contribution related to the swirl swirling motion remaining low and being retained only to complete the mixing process by a large scale stirring during the mixing. piston relaxation.
    [0038] Thus, during the injection of the fuel, the oxidant is admitted into the combustion chamber 34 in a swirling motion S with a swirl number of 1.5.
    [0039] The fuel jets are 12 in number being distributed equally between the two layers (6 jets for the lower layer and 6 jets for the upper layer) and the angle b2 is 30 °.
    [0040] The fuel jets 40 of the lower ply are directed towards the bottom of the bowl 46 in the zone Z1 (FIG. 3A) while the jets 42 of the upper ply are oriented towards the top of the bowl in the zone Z2. During the final injection phase, it can be seen that, despite the S swirl, the fuel jets of the two layers do not overlap (Figure 4) and that the combustion used almost all the oxidant present in the zone. Z1 (FIG. 4A) and in zone Z2 (FIG. 4B).
    权利要求:
    Claims (6)
    [0001]
    CLAIMS1) A fuel injection method for a compression-ignition direct injection internal combustion engine comprising at least one cylinder (10), a cylinder head (12) carrying fuel injection means (14), a piston ( 16) sliding in this cylinder, a combustion chamber (34) bounded on one side by the upper face (44) of the piston having a stud (48) erected towards the cylinder head and disposed in the center of a concave bowl (46) with at least two mixing zones (Z1, Z2), said injection means projecting fuel according to at least two plies (36, 38) of different angle fuel jets (A1, A2), a lower layer (36) of jet axis C1 for zone (Z1) and an upper layer (38) of jet axis C2 for zone (Z2), characterized in that it consists in injecting into the chamber for combusting the fuel jets (40) of one (36) of the plies in a radial direction (C1) forming an angle (b2) non-zero with the radial direction (C2) of the fuel jets (42) of the other plies and to admit the oxidizer in a swirl movement with a swirl number less than or equal to 1.5.
    [0002]
    2) Process according to claim 1, characterized in that it consists in injecting the fuel jets with an angular phase shift (b2), between two neighboring jets (40, 42) and belonging to different layers, substantially equal to half angle between two jets of the same layer.
    [0003]
    3) Process according to claim 1 or 2, characterized in that it consists in injecting the fuel in a number of jets "n" connected to the number of swirl "Ns" by the correlation: -4.Ns + 16 n -4 .nS + 18.
    [0004]
    4) Method according to one of the preceding claims, characterized in that it consists in injecting the fuel according to at least two plies of fuel jets (36, 38) located axially one above the other with a web angle (A1, A2) different from each other.
    [0005]
    5) Method according to one of the preceding claims, characterized in that it consists in injecting the fuel with a different fuel flow between the two layers.
    [0006]
    6) Direct injection internal combustion engine with compression ignition comprising at least one cylinder (10), a cylinder head (12) carrying fuel injection means (14), a piston (16) sliding in this cylinder, a combustion chamber (34) defined on one side by the upper face (44) of the piston having a stud (48) extending towards the cylinder head and disposed in the center of a concave bowl (46), said method comprising injecting the fuel according to at least two different ply angle fuel jet plies (A1, A2), a lower Cl jet axis ply (36) and an upper C2 axis ply (38), characterized in that it comprises fuel injection means for injecting the fuel jets (40) of one (36) of the plies in a radial direction (C1) forming a non-zero angle (b2) with the direction radial (C2) of the fuel jets (42) on the other side of the webs and in that it comprises means for admitting oxidizer in a swirl movement with a swirl number less than or equal to 1.5.
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    FR3047043A1|2017-07-28|INTERNAL COMBUSTION ENGINE WITH VARIABLE COMPRESSION RATE WITH TWO MIXING ZONES, ESPECIALLY FOR A MOTOR VEHICLE AND INJECTION METHOD FOR SUCH AN ENGINE.
    FR2818325A1|2002-06-21|Direct injection i.c. engine has injector spray angle of predetermined dimensions relative to cylinder diameter and piston position
    WO2015071093A1|2015-05-21|Method for mixing at lest one oxidant and at least one fuel in the combustion chamber of a compression-ignition direct-injection internal combustion engine, and engine using such a method
    FR2782345A1|2000-02-18|Piston with active guiding head has horseshoe-shaped boss facing combustion chamber and partly surrounding piston face cavity
    FR2879676A1|2006-06-23|Four stroke direct injection diesel engine for motor vehicle industry, has injector delivering fuel spray along narrow slick with angle and along wide slick having angle so that fuel impact point at wide slick is placed on side wall of bowl
    FR2878906A1|2006-06-09|Direct injection internal combustion engine e.g. diesel engine, has fuel injector, and tulip with side wall forming negative inclination angle whose absolute value is equal to half crown angle of fuel jets and at least equal to zero degrees
    WO2006097639A1|2006-09-21|Internal combustion engine, in particular with direct injection, with a piston provided with a trough comprising a dog point
    FR3034137A1|2016-09-30|INTERNAL COMBUSTION ENGINE WITH DIRECT FUEL INJECTION OF LOW THERMAL TRANSFER, IN PARTICULAR FOR MOTOR VEHICLE.
    EP3825537A1|2021-05-26|Internal combustion engine with piston comprising a projecting portion separating two combustion areas
    FR2904053A1|2008-01-25|Internal combustion engine i.e. direct fuel injection type diesel engine, has base with internal deflector i.e. rectilinear wall, that guides fuel jet injected by fuel injector, where angle of deflector is equal to angle of lateral wall
    FR2925115A1|2009-06-19|Self-ignited and direct fuel injection type internal combustion engine e.g. diesel engine, has combustion chamber with wall comprising cavity having inclined sidewall with cavity angle corresponding to jet cone angle of injector
    同族专利:
    公开号 | 公开日
    EP3117083A1|2017-01-18|
    US10030574B2|2018-07-24|
    CN106103934A|2016-11-09|
    EP3117083B1|2020-07-08|
    CN106103934B|2019-03-19|
    FR3018550B1|2019-04-12|
    US20170082013A1|2017-03-23|
    WO2015135700A1|2015-09-17|
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    CN109578131A|2017-09-29|2019-04-05|Ifp新能源公司|Oval combustion chamber|US5163385A|1992-03-12|1992-11-17|The United States Of America As Represented By The United States Department Of Energy|Coal-water slurry fuel internal combustion engine and method for operating same|
    JP3644228B2|1998-01-07|2005-04-27|日産自動車株式会社|In-cylinder injection spark ignition engine|
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    DE102006020642B4|2006-05-04|2019-05-23|Daimler Ag|Method for operating an internal combustion engine and internal combustion engine for such a method|
    GB201001562D0|2010-01-29|2010-03-17|Ricardo Uk Ltd|Direct injection diesel|
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    US9546633B2|2012-03-30|2017-01-17|Electro-Motive Diesel, Inc.|Nozzle for skewed fuel injection|
    DE102012214261A1|2012-08-10|2014-05-22|Bayerische Motoren Werke Aktiengesellschaft|Internal combustion engine with a first and a second injector|
    FR3012522B1|2013-10-25|2018-08-24|IFP Energies Nouvelles|COMBUSTION ENGINE WITH DIRECT INJECTION OF COMPRESSION IGNITION FUEL AND FUEL INJECTION METHOD FOR SUCH ENGINE.|
    FR3018552B1|2014-03-14|2019-07-05|IFP Energies Nouvelles|COMBUSTION ENGINE WITH DIRECT INJECTION OF COMPRESSION IGNITION FUEL COMPRISING PISTON COOLING MEANS.|
    FR3019589B1|2014-04-03|2019-06-07|IFP Energies Nouvelles|METHOD FOR FUEL INJECTION IN THE COMBUSTION CHAMBER OF AN INTERNAL COMBUSTION ENGINE OPERATING IN MONOCARBURATION OR MULTICARBURATION|
    FR3020401B1|2014-04-24|2016-05-06|Ifp Energies Now|DIRECT INJECTION INTERNAL COMBUSTION ENGINE HAVING A DOUBLE ANGLE OF FLOOR FOR CARRYING A CARBIDE MIXTURE IN A COMBUSTION COMBUSTION CHAMBER WITH A LOW COMBUSTION RATE AND A LOW COMPRESSION RATE AND METHOD FOR USING THE SAME.|FR3012522B1|2013-10-25|2018-08-24|IFP Energies Nouvelles|COMBUSTION ENGINE WITH DIRECT INJECTION OF COMPRESSION IGNITION FUEL AND FUEL INJECTION METHOD FOR SUCH ENGINE.|
    FR3017421B1|2014-02-10|2018-03-16|IFP Energies Nouvelles|INTERNAL COMBUSTION ENGINE WITH INJECTION OF TWO DIFFERENTIATED FLOW FUEL TANKS AND FUEL INJECTION METHOD FOR SUCH A MOTOR.|
    FR3020401B1|2014-04-24|2016-05-06|Ifp Energies Now|DIRECT INJECTION INTERNAL COMBUSTION ENGINE HAVING A DOUBLE ANGLE OF FLOOR FOR CARRYING A CARBIDE MIXTURE IN A COMBUSTION COMBUSTION CHAMBER WITH A LOW COMBUSTION RATE AND A LOW COMPRESSION RATE AND METHOD FOR USING THE SAME.|
    FR3047043B1|2016-01-26|2018-01-26|IFP Energies Nouvelles|INTERNAL COMBUSTION ENGINE WITH VARIABLE COMPRESSION RATE WITH TWO MIXING ZONES, ESPECIALLY FOR A MOTOR VEHICLE AND INJECTION METHOD FOR SUCH AN ENGINE.|
    JP6485489B2|2017-05-23|2019-03-20|マツダ株式会社|ENGINE CONTROL DEVICE AND ENGINE CONTROL METHOD|
    KR20190042907A|2017-10-17|2019-04-25|아베엘 리스트 게엠베하|Diesel Engine having Reentrant Combustion Chamber|
    US10731544B2|2018-09-24|2020-08-04|Caterpillar Inc.|Internal combustion engine and method for its operation|
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    DE102019114448A1|2019-05-29|2020-12-03|Volkswagen Aktiengesellschaft|Injector with injection openings lying in one plane with different injection jet positions for fuel injection in two planes of a combustion chamber|
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    法律状态:
    2016-03-08| PLFP| Fee payment|Year of fee payment: 3 |
    2017-03-27| PLFP| Fee payment|Year of fee payment: 4 |
    2018-03-28| PLFP| Fee payment|Year of fee payment: 5 |
    2020-03-26| PLFP| Fee payment|Year of fee payment: 7 |
    2021-12-10| ST| Notification of lapse|Effective date: 20211105 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1452119|2014-03-14|
    FR1452119A|FR3018550B1|2014-03-14|2014-03-14|METHOD FOR CONTROLLING FUEL INJECTION OF AN INTERNAL COMBUSTION ENGINE WITH DIRECT INJECTION, ESPECIALLY COMPRESSION IGNITION, AND ENGINE USING SUCH A METHOD|FR1452119A| FR3018550B1|2014-03-14|2014-03-14|METHOD FOR CONTROLLING FUEL INJECTION OF AN INTERNAL COMBUSTION ENGINE WITH DIRECT INJECTION, ESPECIALLY COMPRESSION IGNITION, AND ENGINE USING SUCH A METHOD|
    EP15704744.0A| EP3117083B1|2014-03-14|2015-02-05|Fuel injection control method for internal combustion engine with direct injection, including compression ignition and engine using such a method|
    CN201580013811.8A| CN106103934B|2014-03-14|2015-02-05|For monitoring the method with fuel injection directly spray, particularly the internal combustion engine with compression ignition and engine in this way|
    US15/126,219| US10030574B2|2014-03-14|2015-02-05|Method for monitoring the fuel injection of an internal combustion engine with direct injection, in particular with compression ignition, and engine using such a method|
    PCT/EP2015/052442| WO2015135700A1|2014-03-14|2015-02-05|Method for monitoring the fuel injection of an internal combustion engine with direct injection, in particular with compression ignition, and engine using such a method|
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