• 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:
    1) Direct injection internal combustion engine with compression ignition comprising at least one cylinder (10), a cylinder head (12) carrying fuel injection means (14) projecting the fuel in at least two layers (36, 38). ) of fuel jets of different lap angles (A1, A2), 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 stud (48) rising in the direction of the cylinder head and disposed in the center of a concave bowl (46) with at least two mixing zones (Z1, Z2), and piston cooling means (76) housed in the material of the piston. According to the invention, the cooling means comprise at least one concentric circumferential gallery (78, 82) in the bowl (46) of the piston and arranged facing at least one mixing zone (Z1, Z2).
    公开号:FR3018552A1
    申请号:FR1452118
    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 direct injection fuel injection combustion engine with compression ignition comprising piston cooling means.
    [0002] It relates more particularly to such a motor that can be 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.
    [0005] It is therefore necessary to overcome these constraints so as to guarantee limited pollutant emissions and satisfactory mechanical resistance over the entire operating range of the engine and in particular at very high load. In particular for the 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 no) and recirculated flue gas is of great importance. 3 0 1 8 5 5 2 2 Indeed, it is necessary that the fuel mixture (oxidizer / fuel) in the combustion chamber is as homogeneous as possible. In practice, the fuel remains confined in the bowl and can not mix with the oxidant located in particular in the hunt, that is to say in the volume located in the upper part of the combustion chamber delimited by the wall of the cylinder and the face of the cylinder head opposite the piston. This has the drawbacks of creating zones 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. To overcome these drawbacks, 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 ply angles and a plunger having a nipple provided with two volumes of combustion zones and internal aerodynamics substantially improving the quality of the combustion. However, the desire to increase the power density of this type of engine leads designers to reconsider the size and therefore the mass of the various components of this type of engine. It is notable that the engine block represents one of the most important parts of the engine and it is often envisaged to reduce the height of this part (reduction of tablature height) in order to significantly reduce the mass. This change in height notably causes a reduction in the height of the piston.
    [0006] However, increasing the power density of the engine also requires an increase in engine specific power. This induces a substantial increase in the mechanical stresses of the components of the combustion chamber such as the cylinder head, the cylinder and the piston. The desire to maintain a high level of reliability, including mechanical strength for this type of engine, despite the necessary reduction in the height of the piston and the increase in stresses, involves the use of steel as the constituent material of this piston instead of conventionally used aluminum and this to allow better holding of the piston. However, steel has a lower thermal conductivity than aluminum. It therefore becomes necessary to provide means for the removal of heat from the most thermally stressed parts of this part such as the reentrant, the bottom of the bowl and the hunting area. As is widely known, in particular from French Patent Application No. 2,839,116, it is possible to improve the cooling of this type of piston by the installation of cooling means in the form of a gallery of circulation of oil coupled to a specific oil spraying system on the underside of the piston However such a gallery arrangement is not optimized so far and this leads to an undesired rise in the temperature of the piston. The present invention proposes to overcome the drawbacks mentioned above by means of a piston which comprises galleries providing a simple and inexpensive way of cooling it. For this purpose, the invention relates to a compression-ignition internal combustion internal combustion engine comprising at least one cylinder, a cylinder head carrying fuel injection means projecting the fuel according to at least two fuel jet fuel streams. different ply angles, a piston sliding in this cylinder, a combustion chamber bounded on one side by the upper face of the piston having a pin rising in the direction of the cylinder head and arranged in the center of a concave bowl with at least two mixing zones, and piston cooling means housed in the material of the piston, characterized in that the cooling means comprise at least one concentric circumferential gallery 5 at the bowl of the piston and arranged facing at least one zone of mixed. The shape of the section of the gallery can be a cylindrical shape. The surface area of the section of the gallery can be between 10 20 mm 2 and 200 mm 2. The areal extent of a gallery may be different from the areal extent of the other gallery. The gallery may extend opposite the two mixing zones. The distances between the bowl surfaces and the closest gallery walls can be between 2mm and 7mm. The other features and advantages of the invention will now appear on reading the following description, which is given purely by way of illustration and not limitation, and to which are appended: FIG. 1 which shows an internal combustion engine according to the invention; FIG. 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 FIG. 1 and FIG. 3 which illustrates on a larger scale the disposition of the cooling means in FIG. the piston of the engine of FIGS. 1 and 2. Referring to FIG. 1, a compression-ignition direct injection internal combustion engine comprises at least one cylinder 10, a cylinder head 12 closing the cylinder in the upper part, means fuel injection 14 carried by the cylinder head and a piston 16, preferably steel, XX axis sliding in the cylinder in a reciprocating rectilinear motion. 3 0 1 8 5 5 2 Fuel is understood to mean a liquid fuel, such as diesel, kerosene or any other fuel having the physicochemical characteristics allowing the operation of a compression-ignition type engine including up-to-date system. direct injection of this fuel. This engine also comprises an exhaust means 18 for the flue gases 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 inlet pipe 26 whose opening can be controlled by any means, such as an intake valve 28. By the term oxidant, it is air at ambient pressure or supercharged air or a mixture of air (supercharged or not) with flue gas. The injection means comprise at least one fuel injector 30, preferably arranged in the axis XX of the piston whose nose 32 comprises a multiplicity of orifices through which the fuel is sprayed and projected towards the chamber of combustion 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 25 coincides 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. 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.
    [0007] Advantageously, the ply angle Al of the low ply is at most 130 °, preferably between 40 ° and 130 °, whereas the ply angle A2 of the high ply is at most 180 °, preferably between 150 ° and 180 °. 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). The gap between the two web angles is at least 50 °. 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 zones 20 distinct from the combustion chamber. 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 pin 48 located substantially in the center of the bowl, which rises towards the cylinder head 12, being preferably coaxial with the axis of Of course, it can 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 jet ply. fuel, the axis of the pin and the axis of the bowl are preferably merged.
    [0008] Referring additionally to Figure 2, the stud 48, of generally frustoconical shape, has a vertex 50 preferably rounded, continuing, deviating symmetrically from the axis XX to the outside of the piston. 16, by an inclined surface 52 sensiblementerectiligne continuing by an inclined flank 54 to arrive at 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.
    [0009] 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 delimit the lower part of a toric volume, here a torus of substantially cylindrical section 64 and center B 20 whose role will be explained in the following description. The side wall 62 continues, always deviating from the axis XX, by a rounded convex surface 66 in an arc of radius R3, said reentrant, resulting in an inclined plane 68 connected to a concave inflexion surface 69 This flat surface is continued by an outer convex surface 72 in a circular 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 gas) and the fuel from the injector and the combustion of the fuel mixture thus formed. For the sake of simplification of the rest of the description, these zones are called combustion zones Z1, delimited by the stud 48, the torus 64 of the bottom of the bowl, the wall 62 and 5. the convex rounded surface 66 forms the lower zone of the combustion chamber which is associated with the lower ply 36 of C1 axis fuel jets. The zone Z2, demarcated by the inclined plane 68, the concave surface 69, the substantially flat surface 70, the convex surface 72, the flat surface 74, the peripheral inner wall of the cylinder and the yoke 12 constitute the upper zone 10 of this zone. 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 the top dead center: an outer diameter of the bottom of the bowl FD with a radius considered between the axis XX and the lowest point M of the bowl, 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 in the vicinity of the bottom of the bowl and corresponding to a distance taken between the axis XX 20 and the the farthest 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 of high injection ID1 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 axis C2 of the jets on the axis of the nose of the injector and the point P and which re to the formula ID1 / sin (a2), - a developed length of the diametral half-cut Cb of the bowl, constituted by the length from the intersection of the top of the stud with the axis 30. XX to the wall of the cylinder, - a height H of nipple between the bottom of the bowl at point M to the top of the nipple, - a height L of the bowl between the bottom of the bowl at point M to the flat surface 74, - a height of junction 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, pointP and the point M, an angle of inclination a3 with respect to a vertical for the inclined side 54, an inclination angle a4 formed by the main axis C1 of the fuel jets of the lower ply 36 impacting the torus with the tangent to 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 d This length L5 corresponds to the formula ID2 / sin (a1) with ID2 which corresponds to a low injection diameter with a radius which corresponds to the distance between the axis XX and the nozzle. 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 angle of inclination a6 with respect to the horizontal and the tangent to the wall substantially plan 70, - an angle of inclination a7 with respect to the horizontal and the inclined plane 68 at the point of intersection P. 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 the sum of the height L4 25 and the height C, height C which corresponds to the height axial 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 4 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 from the lower ply 36 to the volume of oxidant S 1 to use the oxidant of this zone while limiting the ascent of this fuel towards the upper ply 38, the volume S1 of oxidant situated between the fuel jets 40 of the lower ply 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 a 3 is substantially equal to or greater than the angle α 1 of the lower ply (-10 ° a a 3-a 1 <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 oxidant S 2 between the two plies is non-zero since the interaction between the plies is harmful to 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 38 and lower plies 36 is small compared 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 starting from the reentrant 66 is intended for the fuel jets 42 of the upper layer 38, 30 - the combustion volume of the zone Z2 is at least equal to one tenth of the total volume of the bowl, - the zone, called hunting, 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 jets of 3 0 1 8 5 5 2 2 fuel 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 simultaneously impact the piston in the torus and the inflection zone respectively. the diameter ID1 must be such that ID1 / GD> 1 and ID1 <(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 1.25. Cb / BD ratio is less than 2 to keep a complete vaporization of the fuel and to avoid the wetting of the wall of the cylinder, - the ratio GD / BD is between 0.7 and 1 for the toroid aerodynamics and the rise of the fuel jets the H / L ratio is greater than 40%, preferably greater than 60% in order to minimize the volume of oxidant between the nozzle nose and the nipple; the L5 / L6 ratio is between 0.5 and 2; the impact of the two layers 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 80 °, -t a5 is between 0 ° and 90 °, preferably substantially 30 ° to 40 °, ^ the angle a6 is comp between 15 ° and 75 °, - a7-a2 is less than 45 °, - the ratio ID1 / GD is greater than 1, - ID1 is less than (GD + (Cb-GD) * 2/3).
    [0010] Thus, thanks to this parameterization of the bowl, the fuel jets of the lower sheet 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 essentially takes place. in the volume of the torus while the combustion of the fuel mixture / upper oxidant is essentially in the flush and above the piston. 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 oxidizer / fuel mixture while complying with high-load mechanical strength constraints. The piston also comprises cooling means 76 comprising at least one gallery 78 associated with at least one combustion zone Z1, Z2. This gallery 78 is a circumferential gallery and concentric with the axis XX housed in the material of the piston being arranged each facing at least one combustion zone Z1, Z2. As is known per se, a cooling fluid, such as engine lubricating oil, is admitted inside the gallery through an intake duct 80 substantially parallel to the axis XX and is evacuated by a discharge duct (not shown) of similar arrangement to that of the intake duct. Thus, the cooling fluid circulates inside the gallery capturing part of the heat released during the combustion of the fuel mixture in the combustion zone, thus avoiding an excessive rise in temperature. of the piston. More particularly, the gallery 78 provides for the removal of heat from the bowl portions such as the outer rounded surface 60, the convex rounded surface 66 (reentrant) and the inclined plane 68 connected to the concave inflexion surface. 69 connected to the substantially planar surface 70 of the combustion zone Z2. Indeed, these parts are directly located where the combustion takes place and are the parts of the piston most thermally stressed. It is therefore intended to arrange at least one circumferential cooling gallery 78 in the material of the piston near the wall delimiting the periphery of the bowl including the rounded convex surface 66 (reentrant) and the inclined plane 68 connected to the surface of the piston. concave inflexion 69 connected to the substantially planar surface 70. Advantageously, this gallery may also extend facing the zone Z1 close to the outer rounded surface 60. Advantageously (see FIG. 1), at least one other gallery 82 with its intake duct 84 and its evacuation duct (not shown) can be arranged in the material of the piston near the outer rounded surface 60 of the torus 64 of the zone Z1 so that the gallery 78 do not extend to this surface. These galleries 78 and 82 preferably have a surface area of section between 20 mm 2 and 200 mm 2 and are fed with cold oil, for example, via an injection or a projection of the oil in the gallery (s). at the bottom dead center of the piston via the intake duct (s) 80, 84. The discharge of the oil is ensured by gravity through the other duct (not shown). The surface area of section galleries, which can be different from one gallery to another, thus prevents the formation of gaseous pockets harmful to cooling and a degradation of the mechanical qualities of the piston. By way of example, the gallery may comprise a section of cylindrical shape, such as a substantially trapezoidal shape such as that of gallery 78 or a substantially circular shape as illustrated by gallery 82. It is however, it is essential to have a sufficient thickness of piston material between the combustion zone and the gallery so as not to impair the mechanical strength of the piston. More specifically, and referring by way of example to FIG. 3, the distance between the different surfaces of the bowl and the walls of the gallery closest to the bowl must be between 2 mm and 7 mm. More specifically, the distance E1, between the inclined plane 68 connected to the concave inflexion surface 69 and the upper wall 86 of the gallery 78 closest to this inclined plane, the distance E2, between the outer rounded surface 60 and the wall of the gallery 78, here the vertical wall 88, the closest to this surface, and the distance E3 between the convex rounded surface 66 and the convex surface 90 of this gallery must be contained in the distance range mentioned above.
    [0011] Similarly, in the event that the other gallery 82 is placed facing the outer rounded surface 60, the distance E4 between this rounded surface and the wall of the nearest gallery must be between 2mm and 7mm. The maximum distance of 7 mm ensures sufficient cooling of the most thermally charged piston parts and thus maintains a high level of reliability.
    权利要求:
    Claims (6)
    [0001]
    CLAIMS1) Internal combustion engine with direct injection with compression ignition comprising at least one cylinder (10), a cylinder head (12) carrying fuel injection means (14) projecting the fuel in at least two layers (36, 38) of fuel jets of different lap angles (A1, A2), a piston (16) sliding in this cylinder, a combustion chamber (34) delimited on one side by the upper face (44) of the piston comprising a pin (48) extending in the direction of the cylinder head and disposed at the center of a concave bowl (46) with at least two mixing zones (Z1, Z2), and piston cooling means (76) housed in the material of the piston, characterized in that the cooling means comprise at least one concentric circumferential gallery (78, 82) to the bowl (46) of the piston and arranged facing at least one mixing zone (Z1, Z2). 15
    [0002]
    2) Internal combustion engine according to claim 1, characterized in that the shape of the section of the gallery (78, 82) is a cylindrical shape.
    [0003]
    3) Internal combustion engine according to claim 1 or 2, characterized in that the surface area of the section of the gallery (78, 82) is between 20 mm2 and 200 mm2.
    [0004]
    4) Internal combustion engine according to one of the preceding claims, characterized in that the areal extent of a gallery is different from the surface area of the other gallery.
    [0005]
    5) Internal combustion engine according to one of claims 1 to 3, characterized in that the gallery (78) extends opposite the two mixing zones (Z1, Z2). 30
    [0006]
    6) Internal combustion engine according to one of the preceding claims, characterized in that the distances (E1, E2, E3, E4) between the surfaces of the bowl and the walls (60, 66, 68) of the nearest gallery are between 2mm and 7mm.
    类似技术:
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    同族专利:
    公开号 | 公开日
    US10288026B2|2019-05-14|
    FR3018552B1|2019-07-05|
    EP3117092B1|2020-07-01|
    EP3117092A1|2017-01-18|
    WO2015135699A1|2015-09-17|
    CN106103972B|2020-02-07|
    CN106103972A|2016-11-09|
    US20170096978A1|2017-04-06|
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    FR3016926B1|2014-01-29|2018-12-07|IFP Energies Nouvelles|COMBUSTION ENGINE WITH DIRECT FUEL INJECTION, ESPECIALLY COMPRESSION IGNITION ENGINE WITH LOW COMPRESSION RATE|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.|
    FR3018550B1|2014-03-14|2019-04-12|IFP Energies Nouvelles|METHOD FOR CONTROLLING FUEL INJECTION OF AN INTERNAL COMBUSTION ENGINE WITH DIRECT INJECTION, ESPECIALLY COMPRESSION IGNITION, AND ENGINE USING SUCH A METHOD|
    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.|
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    JP6485489B2|2017-05-23|2019-03-20|マツダ株式会社|ENGINE CONTROL DEVICE AND ENGINE CONTROL METHOD|
    CN110869592B|2017-07-11|2021-11-02|五十铃自动车株式会社|Combustion chamber structure of direct injection internal combustion engine|
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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
    FR1452118|2014-03-14|
    FR1452118A|FR3018552B1|2014-03-14|2014-03-14|COMBUSTION ENGINE WITH DIRECT INJECTION OF COMPRESSION IGNITION FUEL COMPRISING PISTON COOLING MEANS.|FR1452118A| FR3018552B1|2014-03-14|2014-03-14|COMBUSTION ENGINE WITH DIRECT INJECTION OF COMPRESSION IGNITION FUEL COMPRISING PISTON COOLING MEANS.|
    EP15703562.7A| EP3117092B1|2014-03-14|2015-02-05|Combustion engine with direct fuel injection with compression ignition comprising means for cooling the piston|
    CN201580013783.XA| CN106103972B|2014-03-14|2015-02-05|Compression engine with direct injection of fuel by compression ignition comprising means for cooling the piston|
    US15/126,141| US10288026B2|2014-03-14|2015-02-05|Compression engine with direct fuel injection with compression ignition comprising means for cooling the piston|
    PCT/EP2015/052440| WO2015135699A1|2014-03-14|2015-02-05|Combustion engine with direct fuel injection with compression ignition comprising means for cooling the piston|
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