• 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 proposes a device (100) for reducing combustion instabilities of a heat engine (1), this device comprising: an intake circuit (2) for engine combustion air, a valve (3) disposed on the combustion air intake circuit of the engine, arranged to regulate the flow of combustion gas admitted to the engine, an exhaust gas recirculation circuit (5) connected to the intake circuit (2) upstream of the valve (3) for regulating the combustion air flow, characterized in that the device (100) is arranged so that, at least when a fuel injection of the engine (1) is cut off, a minimum opening of the valve (3) is provided to eliminate the recirculated gases from the intake circuit (2).
    公开号:FR3039592A1
    申请号:FR1557166
    申请日:2015-07-27
    公开日:2017-02-03
    发明作者:Florent David；Frederic Cousin；Damien Fournigault
    申请人:Valeo Systemes de Controle Moteur SAS；
    IPC主号:
    专利说明:

    Device for reducing combustion instabilities of a combustion engine
    The present invention relates to a device for reducing combustion instabilities of a heat engine, particularly for a motor vehicle.
    For example, US Pat. No. 8,862,369 discloses the principle of recirculating a part of the exhaust gases of a combustion engine to the intake. This technology, when applied to a supercharged positive ignition engine, improves engine efficiency and thus reduces fuel consumption. Exhaust gas recirculation is commonly referred to as EGR, for Exhaust Gas Recirculation. We will talk in the suite of RGE flow and RGE rate used by the engine. In order to optimize the operation of the engine, the amount of recirculated exhaust gas is adapted to the operating conditions, and is precisely controlled by an electric valve controlled by the electronic control unit of the vehicle engine. In steady-state operation, the recirculated exhaust gas flow rate may be about 20% of the total flow rate. On the contrary, during idling phases, the flow rate of RGE is generally zero because the presence of EGR degrades the quality of combustion.
    The exhaust gases are generally recirculated upstream of the combustion air metering valve admitted into the engine. During operating phases with a high EGR rate, the amount of exhaust gas present between the exhaust gas recirculation valve and the throttle valve can be high.
    When the driver stops accelerating by fully raising the foot of the accelerator, the throttle valve closes almost completely to reduce the engine torque produced and obtain engine braking. The recirculated exhaust gases present in the circuit portion located downstream of the exhaust gas recirculation valve and upstream of the throttle valve can only be evacuated by being consumed by the engine. The amount of air admitted into the engine is then very low, these recirculated exhaust gases are discharged only very slowly. As a result, a large amount of recirculated exhaust gas may remain in the intake circuit when the engine enters idle control, even though the exhaust gas recirculation valve is fully closed. Under these operating conditions, the combustion stability can be very degraded by the presence of these undesired exhaust gases.
    These instabilities of combustion can generate unpleasant vibrations for the occupants of the vehicle as well as an increase in the amount of pollutants emitted. The object of the invention is to overcome these disadvantages. For this purpose, the invention proposes a device for reducing the instabilities of combustion of a heat engine, this device comprising:
    A combustion air intake system of the engine.
    A valve arranged on the combustion air intake circuit of the engine, arranged to regulate the flow of oxidizing gas admitted into the engine,
    An exhaust gas recirculation circuit connected to the intake circuit upstream of the combustion air flow control valve,
    Characterized in that the device is arranged so that, at least when a fuel injection of the engine is cut off, a minimum opening of the valve is ensured in order to eliminate the recirculated gases from the intake circuit.
    Opening the combustion air flow control valve increases the amount of combustion air admitted into the engine at each intake phase. The removal of recirculated exhaust gas is accelerated, and the risk of still having a high EGR rate at entry into idle phase is decreased.
    Preferably, a valve arranged to regulate the flow of recirculated exhaust gas is arranged on the recirculation circuit, and the minimum opening of the air flow control valve is ensured after the recirculation gas valve is closed. exhaust is closed.
    The variations in the rate of recirculated exhaust gas present in the intake circuit are thus more progressive.
    It will be considered that the elimination of the recirculated gas intake circuit is carried out when the concentration of the EGR gases in the intake circuit becomes less than 2%. Indeed, below this threshold, the effect of the recirculated exhaust gas becomes negligible.
    Preferably, the value of the minimum opening and the value of the duration of keeping the minimum opening of the air flow control valve are predefined. The electronic control unit of the motor ensures the opening of the valve in accordance with the predefined parameters in its memory.
    According to one embodiment, the minimum insured opening is constant.
    According to one embodiment, the value of the duration of maintenance of the minimum opening of the valve is constant. This simple solution minimizes the calculations requested from the electronic control unit.
    According to another embodiment, the value of the minimum opening depends on an estimated rate of EGR in the intake circuit. The estimate of the rate of RGE in the portion of the intake circuit situated between the output of the recirculation circuit and the valve can be carried out as described in the patent application FR3009020. The higher the estimated EGR rate, the higher the minimum opening imposed on the valve because the amount of gas to be removed is large.
    Preferably, the rate of RGE in the intake circuit is estimated continuously. The minimum opening of the valve can be updated continuously to take into account changing conditions.
    According to one embodiment, the minimum opening is zero when the estimated EGR rate in the intake circuit is lower than a first predetermined minimum rate Tl. When the rate of recirculated gases present in the circuit is low, for example included between 5% and 10%, there is no risk of creating instabilities of combustion at the resumption of the combustion phase. It is therefore not necessary to increase the opening of the valve. The priority is then given to obtaining a high engine brake.
    Preferably, the value of the minimum opening depends on a rotational speed of the motor. The value of the position of the valve makes it possible to estimate the quantity admitted to each admission phase. The value of the rotational speed of the engine also makes it possible to determine the flow admitted by the engine.
    According to one embodiment, the minimum opening is maintained as the estimated EGR rate in the intake circuit is greater than a second predetermined threshold T2. When the estimated EGR rate falls below the predetermined threshold, it can be considered that the elimination of the recirculated exhaust gas intake system is complete. It is therefore no longer necessary to maintain a valve opening higher than the base opening. The additional opening imposed to accelerate the evacuation of the recirculated exhaust gases present in the intake circuit can be eliminated. The engine brake will be favored. By estimating the rate of EGR in the intake circuit and stopping the additional opening when it is no longer needed, the duration of application of the additional opening can be reduced to the minimum necessary.
    For example, the minimum assured opening depends on a measured water temperature of the engine coolant. The combustion stability depends in particular on the operating temperature of the engine. This operating temperature is correlated with the temperature of the engine coolant. When the engine is still cold and has not yet reached its thermal equilibrium, the combustion is less stable, and the engine more sensitive to the presence in the intake circuit of recirculated exhaust gas. In parallel, the engine friction is higher cold, the engine brake is less penalized by the additional opening of the combustion air flow control valve. It is therefore advantageous to apply a higher additional opening than when the engine has reached the thermal equilibrium conditions.
    According to one embodiment, the minimum opening of the valve depends on a wealth of engine operation. The composition of the recirculated exhaust gas varies with the richness, the effect of these gases on the combustion stability also varies with the richness. As for the previous case, taking into account the richness of operation thus makes it possible to adapt the minimum opening to the operating conditions.
    According to one embodiment, the exhaust gas recirculation circuit recirculates the exhaust gases between a point situated downstream of a turbine of a supercharging device and a point situated upstream of a compressor of the fueling device. overeating. This architecture of exhaust gas recirculation circuit is commonly called "low pressure".
    According to a variant of the invention, the device for reducing combustion instabilities comprises an actuator making it possible to vary a phasing of a control of a camshaft of the engine, according to which, together with the opening of the valve, the The actuator is controlled so as to increase a flow of combustion gas admitted into the engine. In addition to the minimum opening of the valve, it is possible to activate other accessories that can also increase the amount of combustion gas sucked by the engine for each intake phase. When the engine is equipped with one or more camshaft phase shifters, the one or more can be controlled so as to promote the filling of the engine, that is to say maximize the amount sucked at each admission.
    Alternatively or additionally, the device comprises an actuator for varying a lift amplitude of a motor valve, wherein in conjunction with the opening of the valve, the actuator is controlled to increase a flow rate of combustion gas admitted into the engine. When the engine is equipped with a variable valve lift system, the valve can be controlled in such a way as to favor the filling of the engine.
    Preferably, the valve regulating the flow of combustion gas admitted into the engine is a rotary valve. This type of valve makes it possible to regulate the flow of gas admitted to the engine in a precise and rapid manner. The valve is controlled by the electronic engine control unit.
    According to one embodiment, the valve regulating the flow of recirculated gas in the engine is a rotary valve. This type of valve makes it possible to obtain a high flow rate while creating little pressure drop.
    Alternatively, the valve regulating the flow of recirculated gas in the engine is a valve gate. This type of valve offers low leakage and good resistance to high gas temperatures.
    According to one embodiment, the heat engine is of spark ignition type.
    According to one aspect of the invention, the heat engine is of direct injection type. The invention also relates to a method for reducing combustion instabilities of a heat engine, comprising the steps of:
    Supply combustion air to the engine via an intake circuit, (step 50) Regulate the flow of oxidant gas admitted to the engine, by means of a valve arranged on the intake circuit, (step 51)
    Recirculating exhaust gases between the exhaust and the intake of the engine, by a recirculation circuit connected to the intake circuit upstream of the valve, (step 52) at least when a fuel injection is cut, ensure a minimum opening of the valve to eliminate the recirculated exhaust gas from the intake system. (Step 53) The invention will be better understood on reading the figures.
    FIG. 1 schematically represents a combustion engine equipped with a device for reducing combustion instabilities as described. FIG. 2 schematically illustrates the time evolution of various operating parameters of the engine.
    FIG. 3 is a block diagram illustrating the various steps of the method implemented by the device of FIG. 1.
    FIG. 1 shows a combustion engine equipped with a device for reducing the instabilities of combustion of a heat engine 1, this device comprising:
    An intake circuit 2 in combustion air of the engine,
    A valve 3 disposed on the combustion air intake circuit of the engine, arranged to regulate the flow of combustion gas admitted into the engine,
    An exhaust gas recirculation circuit 5, connected to the intake circuit 2 upstream of the combustion air flow control valve 3,
    Characterized in that the device 100 is arranged so that, at least when a fuel injection of the engine 1 is cut off, a minimum opening of the valve 3 is ensured in order to eliminate the recirculated gases from the intake circuit 2.
    The heat engine 1 is of spark ignition type.
    The heat engine 1 is also of direct injection type. The electronic control unit 7 receives the signals from all the sensors fitted to the engine 1, and controls all the actuators to ensure the proper functioning of the engine 1.
    The engine 1 is supplied with combustion air by an intake circuit 2. A regulating valve 3, also called throttle body, makes it possible to adjust the combustion air flow admitted into the engine 1. Combustion air means a mixture with air, recirculated exhaust gas and fuel vapors from the tank. The fuel, pressurized and brought into each of the combustion chambers of the engine 1 by injectors 12, burns in each of the cylinders of the engine 1. This combustion generates the mechanical work provided by the engine. After combustion, the flue gases are discharged into the exhaust system 4.
    In the example shown, the engine is supercharged, that is to say that the intake air pressure is raised to a value greater than the atmospheric pressure before admission into the engine 1. For this, a supercharging device 9 comprises a centrifugal compressor 10, driven in rotation by a turbine 11 which is traversed by the exhaust gas. The expansion of the exhaust gases in the turbine 11 provides the energy required for the compressor 10 to provide the work of compressing the intake air. The supercharging, well known to those skilled in the art, makes it possible to increase the performance of the engine with equal displacement, or to ensure the same performance with a smaller displacement. After expansion in the turbine 11, the exhaust gas passes through a depollution device 13 which converts most gaseous pollutants and traps the solid particles. Downstream of this depollution device 13, there is a tapping 14 for the recirculation circuit 5 of the exhaust gas. Part of the exhaust gas is thus reintroduced to the inlet of the engine 1 after passing through the recirculation circuit 5. The recirculation circuit 5 is here connected to the intake circuit 2 upstream of the valve 3. In other words, the recirculation circuit 5 of the exhaust gas recirculates the exhaust gas between a point situated downstream of a turbine 11 of a supercharging device 9 and a point situated upstream of a compressor 10 of the supercharging device 9 , which corresponds to the so-called "low pressure" architecture.
    The throttle body, regulating the flow of combustion gas admitted into the engine 1 is a rotary valve. The angular position in the duct of a rotary flap makes it possible to vary the flow rate passing through the valve. The valve is controlled by the electronic control unit 7 of the engine, in order to obtain the air flow necessary for the operating conditions imposed by the environment and the driver.
    The recirculation circuit 5 comprises a heat exchanger 15 configured to cool the exhaust gas. Exhaust gas recirculation reduces combustion temperatures, which decreases the engine's knocking tendency and limits fuel enrichment requirements. These two effects make it possible to improve the efficiency of the engine and thus to reduce fuel consumption. Cooling the recirculated exhaust gas increases its efficiency to reduce fuel consumption.
    A valve 6 arranged to regulate the flow of recirculated exhaust gas is disposed on the recirculation circuit 5. In the example shown, the valve 6 regulating the flow of recirculated gas in the engine 1 is a rotary valve.
    According to an embodiment not shown, the valve 6 regulating the flow of recirculated gas in the engine 1 is a valve gate.
    Then we talk about recirculated exhaust gas rates, also called EGR rate. This rate is defined by the ratio of the mass flow rate of recirculated exhaust gas and the total mass flow admitted into the engine, expressed in percentages.
    When the recirculation of the exhaust gas is effective, the recirculated gases travel the entire portion of the intake circuit 2 located downstream of point 8. Under stabilized conditions, the concentration of recirculated gas in this circuit portion is equal to the RGE used by the engine. The EGR rate depends on engine characteristics and operating conditions, and can reach 15% to 20% for points where the engine torque is between half its maximum value and its maximum value. Such points correspond to operating conditions where the driver wishes to obtain a strong acceleration of the vehicle.
    When the driver stops accelerating by fully raising the foot of the throttle, the throttle closes almost completely to reduce engine torque and provide engine braking. Fuel injection is cut off as long as engine speed is high enough to minimize fuel consumption and pollutant emissions. In other words, no fuel is injected during this deceleration phase. The recirculated exhaust gases present in the circuit portion located downstream of the exhaust gas recirculation valve and upstream of the throttle valve can only be evacuated by being consumed by the engine. The amount of air admitted into the engine is then very low, since the flap of the throttle body is practically closed, these recirculated exhaust gases are discharged only very slowly. As long as fuel injection is inhibited, there is no adverse effect. When the fuel injection is restored, for example because the engine speed is close to the idling speed * it can remain in the intake circuit a high amount of recirculated exhaust gas, even if the gas recirculation valve Exhaust is completely closed. Under these operating conditions, the combustion stability can be considerably degraded by the presence of these undesired exhaust gases.
    These instabilities of combustion generate unpleasant vibrations for the occupants of the vehicle and an increase in the amount of pollutants emitted, so it is desirable to eliminate them.
    For this, the device 100 is arranged so that, at least when a fuel injection of the engine 1 is cut off, a minimum opening of the valve 3 is ensured in order to eliminate the recirculated gases from the intake circuit 2.
    By increasing the opening of the throttle body 3, the amount of combustion air consumed by the engine during the injection cut-off phase is increased, which increases the speed at which the exhaust gases present in the fuel injection circuit. admission 2 are consumed. The elimination of the recirculated exhaust gas from the circuit 2 is thus accelerated. The minimum opening of the control valve 3 of the air flow is ensured after the exhaust gas recirculation valve 6 is closed.
    It will be considered that the elimination of the intake circuit 2 of the recirculated gases is carried out when the concentration of the EGR gases in the intake circuit 2 becomes less than 2%. Indeed, below this threshold the effect of the recirculated exhaust gas becomes negligible, and it can be considered that they have been eliminated.
    According to one embodiment, the value of the minimum opening and the value of the duration of maintaining the minimum opening of the airflow control valve 3 are predefined. These two parameters are stored in the electronic engine control unit in the form of maps. These maps can depend on different parameters.
    According to one embodiment, the minimum insured opening is constant.
    According to another embodiment, the value of the duration of maintenance of the minimum opening of the valve 3 is constant.
    In the example shown, the value of the minimum aperture depends on an estimated EGR rate in the intake circuit 2. The estimate of the EGR rate in the intake circuit portion located between the output of the circuit recirculation and the valve can be made as described in the patent application FR3009020. The flow rate through the valve 6 is determined from the pressure conditions on either side of the valve 6, the temperature of the gases in the vicinity of the valve and the position of the valve. The total flow admitted into the engine can be determined from the value of the pressure and temperature in the inlet manifold 19, and a filling model. From these two pieces of information, the control unit 7 calculates, in real time, the concentration of exhaust gas in the intake circuit 2. In other words, the rate of RGE in the intake circuit 2 is estimated continuously. . The minimum opening imposed on the throttle body 3 is determined from this concentration, the rotational speed of the engine and the rate of change of the rotational speed of the engine.
    The higher this estimated concentration, the higher the minimum opening imposed on the valve, because the amount of gas to be eliminated is important. This minimum opening of the valve is thus updated continuously and takes into account the evolution of the engine conditions. The minimum opening is zero when the estimated EGR rate in the intake circuit 2 is lower than a first predetermined minimum rate T1. This minimum rate depends on the application considered and is generally close to 6%. In other words, the device for reducing combustion instabilities is inactive when the rate of recirculated gases present in the circuit is low enough so that there is no risk of creating combustion instabilities at the resumption of the combustion phase. combustion. This favors obtaining a high engine brake.
    The value of the minimum opening depends on a rotational speed of the motor 1. The value of the position of the valve makes it possible to estimate the quantity admitted at each admission phase. The value of the rotational speed of the engine also makes it possible to determine the flow admitted by the engine. The minimum opening is maintained as long as the estimated EGR rate in the intake circuit 2 is greater than a second predetermined threshold T2. This rate also depends on the application considered, and is generally equal to 3%. When the estimated EGR rate falls below the predetermined threshold, it can be considered that the elimination of the recirculated exhaust gas intake system is complete. It is therefore no longer necessary to maintain a valve opening higher than the base opening. In other words, the duration of maintaining the minimum opening is adjusted automatically by the control unit 7, and can be reduced to what is strictly necessary in order to promote the engine brake.
    FIG. 2 illustrates the general operation of the device for reducing combustion instabilities.
    The curve C1 illustrates the evolution of the engine rotation speed as a function of time.
    Curve C2 illustrates the evolution of the position of the accelerator pedal as a function of time. The value 0 corresponds to the position lifted position, the value C21 to a position to obtain the stabilized regime corresponding to the example.
    Curve C3 illustrates the activation and deactivation of the injection over time. When the curve C3 is in the state 1, the fuel injection is activated at each engine cycle. When the curve C3 is in state 0, the injection of fuel is cut off and no fuel is injected.
    The curves C4a and C4b illustrate the evolution of the rate of RGE in the intake circuit as a function of time. Curve C4a, in dashed lines, illustrates this evolution when the device for reducing combustion instabilities is deactivated. Curve C4b, in full line, illustrates this evolution when the device for reducing instabilities is activated.
    The curves C5a and C5b illustrate the evolution of the position of the butterfly 6 as a function of time. Curve C5a, in dashed lines, illustrates this evolution when the device for reducing combustion instabilities is deactivated. Curve C5b, in full line, illustrates this evolution when the device for reducing instabilities is activated.
    The curves C1 and C2 show that after a transition to steady state, the driver stops accelerating and releases the accelerator pedal. At the instant ti, the accelerator pedal is completely released and the engine speed starts to decrease. A few hundred milliseconds later, fuel injection is cut off, as can be seen on curve C3.
    When the device for reducing combustion instabilities is not activated, it can be seen on the curve C5a that the opening of the throttle valve 3 decreases and that the throttle closes substantially once the accelerator pedal is released. Curve C4a shows the decrease of the rate of RGE in the intake circuit 2. It can be seen that at time t3, corresponds to the resumption of the injection for entry into idle regulation, the rate of RGE is still worth C43a.
    When the device 100 for reducing the instabilities of combustion is activated, it can be seen on the curve C5b that a minimum opening, equal to the value C52, is applied to the throttle 3. As a result, the decrease in the rate of RGE in the intake circuit is faster, which is visible on curve C4b. At time t3, the residual EGR rate is lower than the C43a value, the arrow in FIG. 2 illustrating this difference. At time t2, the EGR rate goes below the threshold T2, the minimum opening applied to the butterfly 6 is no longer necessary and is gradually removed.
    According to one embodiment, the minimum assured opening depends on a measured water temperature of the engine coolant 1. This measurement of the coolant temperature makes it possible to estimate the operating temperature of the engine. When the engine is still cold and has not yet reached its thermal equilibrium, the combustion is less stable, and the engine more sensitive to the presence in the intake circuit of recirculated exhaust gas. In parallel, the friction between the different moving parts of the engine is higher than hot, the engine brake is therefore less penalized by the additional opening of the combustion air flow control valve. The additional opening of the throttle valve 6 can be higher than when the engine is in stable thermal conditions.
    According to one embodiment, the minimum opening of the valve depends on a richness of operation of the engine 1. The composition of the recirculated exhaust gas varies with the richness, the effect of these gases on the combustion stability also varies. with wealth. The operating wealth is determined from the information of a measurement probe placed in the exhaust, not shown. As before, the minimum opening of the butterfly valve 6 is adapted to the operating conditions. Other actuators of the motor can be used to enhance the effect obtained through the minimum opening of the throttle valve 6.
    Thus, the device for reducing the instabilities of combustion comprises an actuator 17a, 17b making it possible to vary a phasing of a control of a camshaft of the engine, and together with the opening of the valve 3, the actuator 17a , 17b is controlled so as to increase the flow of combustion gas admitted into the engine.
    Alternatively or additionally, the device comprises an actuator 17a, 17b for varying a lift amplitude of the engine valves, and together with the opening of the valve 3, the actuator 17a, 17b is controlled so as to increase a flow of combustion gas admitted into the engine. As with the case of the camshaft dephaser, the variable lift system of the valves can be used in addition to the minimum opening imposed on the throttle valve 3. The invention also relates to a method for reducing the instabilities of combustion of a heat engine 1. The method, of which FIG. 3 represents the block diagram, comprises the steps of: supplying combustion air to the engine via an intake circuit 2 (step 50), regulating the flow of combustion gas admitted to the engine 1 by means of a valve 3 disposed on the intake circuit 2 (step 51),
    Recirculating exhaust gases between the exhaust and the engine intake, by a recirculation circuit connected to the intake circuit (step 52), at least when a fuel injection is cut off, ensuring a minimum opening of the valve in order to eliminate the recirculated exhaust gas from the intake circuit (step 53).
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Device (100) for reducing combustion instabilities of a heat engine (1), this device comprising: an intake circuit (2) for engine combustion air, a valve (3) disposed on the engine circuit; combustion air intake of the engine, arranged to regulate the flow of combustion gas admitted to the engine, an exhaust gas recirculation circuit (5), connected to the intake circuit (2) upstream of the valve (3) for regulating the combustion air flow, characterized in that the device (100) is arranged so that, at least when a fuel injection of the engine (1) is cut off, a minimum opening of the valve (3) is ensured so removing the recirculated gases from the intake circuit (2).
    [2" id="c-fr-0002]
    2. Device according to claim 1, comprising a valve (6) arranged on the recirculation circuit (5), arranged to regulate the flow of recirculated exhaust gas, wherein the minimum opening of the control valve (3) air flow is ensured after the exhaust gas recirculation valve (6) is closed.
    [3" id="c-fr-0003]
    3. Device according to one of the preceding claims, wherein the value of the minimum opening and the value of the duration of maintaining the minimum opening of the valve (3) for regulating the air flow are predefined.
    [4" id="c-fr-0004]
    4. Device according to one of claims 1 or 2, wherein the value of the minimum opening depends on an estimated rate of EGR in the intake circuit (2).
    [5" id="c-fr-0005]
    5. Device according to the preceding claim, wherein the rate of EGR in the intake circuit (2) is estimated continuously.
    [6" id="c-fr-0006]
    6. Device according to one of claims 4 or 5, wherein the minimum opening is zero when the estimated EGR rate in the intake circuit (2) is less than a first predetermined minimum rate (Tl).
    [7" id="c-fr-0007]
    7. Device according to one of claims 4 to 6, wherein the minimum opening is maintained as the estimated EGR rate in the intake circuit (2) is greater than a second predetermined threshold (T2).
    [8" id="c-fr-0008]
    8. Device according to one of the preceding claims, wherein the recirculation circuit (5) of the exhaust gas recirculates the exhaust gas between a point located downstream of a turbine (11) of a supercharging device. (9) and a point upstream of a compressor (10) of the supercharging device (9).
    [9" id="c-fr-0009]
    9. Device according to one of the preceding claims, wherein the engine (1) is of spark ignition type.
    [10" id="c-fr-0010]
    10. A method for reducing combustion instabilities of a heat engine (1), comprising the steps of: supplying combustion air to the engine via an intake circuit (2), (step 50) regulating the flow of oxidant gas admitted in the engine (1), by means of a valve (3) arranged on the intake circuit (2), (step 51) Recirculating exhaust gases between the exhaust and the engine intake, by means of a recirculation circuit connected to the intake circuit upstream of the valve (3), (step 52) at least when a fuel injection is cut off, ensuring a minimum opening of the valve in order to eliminate from the intake circuit the gases recirculated exhaust. (step 53)
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    同族专利:
    公开号 | 公开日
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    CN109154245A|2019-01-04|
    US20180216546A1|2018-08-02|
    WO2017017349A1|2017-02-02|
    US10704474B2|2020-07-07|
    引用文献:
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    2017-02-03| PLSC| Search report ready|Effective date: 20170203 |
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1557166A|FR3039592B1|2015-07-27|2015-07-27|DEVICE FOR REDUCING COMBUSTION INSTABILITIES OF A THERMAL ENGINE|
    FR1557166|2015-07-27|FR1557166A| FR3039592B1|2015-07-27|2015-07-27|DEVICE FOR REDUCING COMBUSTION INSTABILITIES OF A THERMAL ENGINE|
    CN201680056074.4A| CN109154245A|2015-07-27|2016-07-20|A kind of device for reducing Thermal Motor combustion instability|
    PCT/FR2016/051868| WO2017017349A1|2015-07-27|2016-07-20|Device for reducing the combustion instabilities of a combustion engine|
    US15/747,831| US10704474B2|2015-07-27|2016-07-20|Device for reducing the combustion instabilities of a combustion engine|
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