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WO1999032781A1 - Systeme d'injection secondaire directe d'air pour moteur a combustion interne - Google Patents

Systeme d'injection secondaire directe d'air pour moteur a combustion interne Download PDF

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Publication number
WO1999032781A1
WO1999032781A1 PCT/IB1998/002098 IB9802098W WO9932781A1 WO 1999032781 A1 WO1999032781 A1 WO 1999032781A1 IB 9802098 W IB9802098 W IB 9802098W WO 9932781 A1 WO9932781 A1 WO 9932781A1
Authority
WO
WIPO (PCT)
Prior art keywords
combustion chamber
fuel
air
secondary air
combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB1998/002098
Other languages
English (en)
Inventor
Richard Walter Anderson
William Allen Rimkus
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to AU15014/99A priority Critical patent/AU1501499A/en
Publication of WO1999032781A1 publication Critical patent/WO1999032781A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a method and system for providing a secondary air mass directly into the combustion chamber of an internal combustion engine so as to reduce the level of unburned hydrocarbons within the combustion chamber.
  • a system according to the present invention provides secondary air directly to the engine' s combustion chamber so that hydrocarbon-rich gases remaining after combustion are caused to mix with otherwise unavailable air contained within the combustion chamber. In this manner, the unburned hydrocarbons within the post- combustion gases will be oxidised so as to reduce the level of unburned hydrocarbons in the exhaust.
  • the present invention provides an internal combustion engine including a cylinder bore, a piston slidingly housed within the cylinder bore, and a cylinder head which cooperates with the cylinder bore and piston to form a combustion chamber.
  • At least one intake valve is mounted within the cylinder head. The intake valve allows a primary air charge to enter the combustion chamber through an intake port.
  • a fuel injector provides fuel directly to the combustion chamber.
  • An air injector provides a secondary air charge directly to the combustion chamber after combustion of the primary air charge and fuel has begun.
  • the present invention contemplates the injection of neat air following initiation of the combustion process.
  • the secondary air charge is injected with a velocity sufficient to cause turbulent flow in the gases contained within the combustion chamber. In turn, this causes further oxidation of substantially all of the unburned hydrocarbons remaining within the combustion chamber at the time of the secondary air injection.
  • the secondary air charge is preferably injected during the power stroke at approximately bottom dead centre (BDC) of the power stroke.
  • BDC bottom dead centre
  • the secondary air charge may be injected approximately at the midpoint of the power stroke.
  • Fuel and air injectors embodying the present invention may comprise a variety of configurations. For example, they may comprise a combination fuel and air injector having a common antechamber upstream from a common injection nozzle with the fuel being injected into the combustion chamber along with a small quantity of air. Alternatively, it may comprise separate fuel and air injectors using a common injection nozzle, or completely separate fuel and air injectors using separate nozzles.
  • the fuel spray emanating from the injectors may be directed into the combustion chamber in such a manner that stratification of the fuel charge results.
  • the secondary air charge may be directed into a combustion chamber such that the hydrocarbon-rich zone caused by the stratification is expanded in size.
  • the mass of secondary air charge is preferably about 2-4% of the mass of the primary air charge, but could be as much as 10%, depending upon the needs of any particular engine.
  • a method for operating a reciprocating internal combustion engine having a combustion chamber defined by a cylinder, a piston reciprocally housed therein, and a cylinder head includes the steps of admitting a primary air charge into the combustion chamber, directly injecting a quantity of fuel into the combustion chamber with the quantity of fuel being selected so as to allow a nearly stoichiometric fuel and air mixture to form in the combustion chamber, and igniting the fuel and air mixture by means of a spark plug. Finally, a quantity of secondary air comprising a secondary air charge is injected directly into the combustion chamber, after combustion has begun, to further oxidise unburned hydrocarbons within the combustion chamber.
  • the quantity of secondary air injected into the combustion chamber is sufficient to cause the overall air/fuel ratio within the combustion chamber to be lean of stoichiometric, for the purpose of assisting exhaust catalyst light-off.
  • the quantity of secondary air injected into the combustion chamber may comprise about 10-15 mass percent of the primary air charge.
  • a system and method according to the present invention offers an advantage inasmuch as an engine may be operated in a lean quench combustion mode in which a fuel contained within a rich region located in the vicinity of the spark plug burns outwardly until the flame extinguishes, leaving hydrocarbon rich exhaust gas.
  • these unburned hydrocarbons will be further oxidised by the present secondary air system.
  • Another advantage of the present system is that with direct cylinder injection of fuel, the unburned hydrocarbons remaining in the cylinder after the initial combustion may be further oxidised by secondary air injection to the point that the unburned hydrocarbon leaving the cylinder will be equivalent to the level of unburned hydrocarbon leaving the cylinder of a highly developed port fuel injection engine.
  • Figure 1 is a schematic representation of an engine according to the present invention during the compression stroke
  • Figure 2 is a schematic representation of the engine of Figure 1 at the time combustion is initiated;
  • Figure 3 is a representation of the engine of Figures 1 and 2 during the engine's power stroke;
  • Figure 4 is a schematic representation of a first type of fuel injection system according to the present invention.
  • Figure 5 is a schematic representation of a second type of fuel injection system having two separate air and fuel injectors according to the present invention.
  • Figure 6 is a third type of fuel injection system having an integrated, single nozzle type of injector according to the present invention.
  • engine 12 is equipped with exhaust valve 16 and intake valve 14 which allows air to pass through intake port 24.
  • Intake valve 14 and exhaust valve 16 are mounted within cylinder head 20, as is spark plug 18.
  • Piston 30, which is mounted upon connecting rod 32, is slidingly housed within cylinder bore 28. Cylinder head 20, cylinder bore 28, and piston 30 cooperate to form combustion chamber 22.
  • Fuel and air injector 34 which is shown schematically in Figures 1-3, may have any of the configurations shown in Figures 4-6.
  • Zone 36 which is located in the centre of the cylinder and labelled " ⁇ >1" is a fuel- rich zone. It is noticed that outside of fuel-rich zone "36", equivalence ratio ⁇ is shown as being less than one. In other words, the fuel is stratified within combustion chamber 22. Fuel can be injected either neat, i.e., without any injected air, or by means of an accompanying air charge, so that the fuel is premixed with air.
  • An injector for accomplishing this mixed injection is shown in Figure 4.
  • injector 40 which is a combination fuel and air mixing injector assembly, includes fuel valve 42, air valve 44, mixing chamber 46, and air and fuel solenoid 48. Injection is completed by means of injection nozzle 50. With the type of injector shown in Figure 4, the air and fuel are admitted to mixing chamber 46, and when air and fuel solenoid 48 opens, a jet of air and fuel penetrates into combustion chamber 22.
  • FIG. 2 illustrates engine 12 in which piston 30 has moved close to its top dead centre position. Notice that zone 36 having equivalence ratio ⁇ >1 is moved to within closer proximity of spark plug 18. Thus, spark plug 18 will be able to initiate combustion of the air/fuel mixture within combustion chamber 22.
  • Figure 3 illustrates the result of introducing a secondary air charge directly into combustion chamber 22 after combustion of the fuel and air has begun. Injection of air would most likely occur after combustion during the engine's power stroke, when the cylinder pressure is low enough to allow a jet to emanate from the air injector. In this manner, enhanced mixing of the air within the cylinder and the unburned component of the fuel is promoted. Notice, from Figure 3, that air introduced by means of fuel and air injector 34 has caused the rich zone of ⁇ >1 to expand in volume and surface area. This increase in volume and surface area is accompanied by enhanced localised turbulence within combustion chamber 22. This localised turbulence greatly increases the mixing of the hydrocarbon-rich gases contained within zone 36 with the higher oxygen content gases lying outside zone 36.
  • Figure 5 illustrates separate air-only injector 54 and separate high pressure fuel injector 56.
  • the orientation shown in Figure 5 allows the air from air injector 54 to be directed precisely toward spark plug 18, with the result that the zone 36 will be expanded as shown in Figure 3.
  • Fuel injector 56 is also directed toward spark plug 18.
  • Figure 6 illustrates a low sac volume injector 58 having fuel solenoid 60, air solenoid 62, and common injection nozzle 64.
  • Fuel injector 58 may be positioned so as to allow a fuel rich zone of ⁇ >1 to be clustered about spark plug 18 while allowing secondary air to be introduced in the manner illustrated in Figure 3. Turbulent mixing of hydrocarbon-rich zone 36 will be promoted during the expansion stroke, thus oxidising much of the unburned hydrocarbon before it leaves the cylinder.
  • Direct cylinder injection of a secondary air charge may be used for controlling engine hydrocarbon emissions during cold starting.
  • a quantity of fuel will be directly injected into the combustion chamber with the quantity of fuel being selected so as to allow a nearly stoichiometric fuel and air mixture to form in combustion chamber 22.
  • secondary air charge will be directly injected into combustion chamber 22 so as to further oxidise unburned hydrocarbons within combustion chamber 22.
  • the quantity of secondary air injected into combustion chamber 22 is sufficient to cause the overall air/fuel ratio in combustion chamber 22 to be lean of stoichiometric, thus assisting light-off of a three-way catalyst.
  • This mass of secondary air could comprise about 10-15 mass percent of the primary air charge.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un moteur à combustion interne comprenant un système d'alimentation capable d'injecter un mélange de carburant et d'air ou de l'air seul, afin d'apporter une charge d'air secondaire directement dans la chambre (22) de combustion après que la combustion de l'air primaire et de la charge de carburant a commencé. La charge d'air secondaire a pour effet d'augmenter les turbulences dans la chambre (22) de combustion, ce qui accroît la quantité d'oxygène disponible pour poursuivre l'oxydation des hydrocarbures non brûlés restants de la charge de carburant.
PCT/IB1998/002098 1997-12-19 1998-12-18 Systeme d'injection secondaire directe d'air pour moteur a combustion interne Ceased WO1999032781A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU15014/99A AU1501499A (en) 1997-12-19 1998-12-18 Direct secondary air injection system for internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US99438197A 1997-12-19 1997-12-19
US08/994,381 1997-12-19

Publications (1)

Publication Number Publication Date
WO1999032781A1 true WO1999032781A1 (fr) 1999-07-01

Family

ID=25540606

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB1998/002098 Ceased WO1999032781A1 (fr) 1997-12-19 1998-12-18 Systeme d'injection secondaire directe d'air pour moteur a combustion interne

Country Status (2)

Country Link
AU (1) AU1501499A (fr)
WO (1) WO1999032781A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003029624A1 (fr) * 2001-10-04 2003-04-10 Evan Guy Enterprises, Inc. Procede et appareil de reduction d'emissions de moteurs a combustion interne
WO2003069148A1 (fr) * 2002-02-14 2003-08-21 Robert Bosch Gmbh Procede et dispositif pour piloter l'ouverture d'une soupape d'admission de moteur a combustion interne

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3814065A (en) * 1969-12-11 1974-06-04 Volkswagenwerk Ag Combustion engine with additional air inlet valve
US4061113A (en) * 1974-01-29 1977-12-06 Roland Beyler Process for reducing the pollution due to an internal combustion engine, and an engine including the application of said process
US4361126A (en) * 1979-09-08 1982-11-30 Robert Bosch Gmbh Fuel injection valve
US4446821A (en) * 1982-01-20 1984-05-08 General Motors Corporation Internal combustion engine method for delayed reaction stratified combustion
US4846114A (en) * 1985-09-16 1989-07-11 Avl Gesellschaft Fur Verbrennungskraftmaschinen Und Messtechnik M.B.H. Prof. Dr.Dr.H.C. Hans List Method concerning the delivery of fuel into the combustion chamber of a diesel engine and a device for realizing the method
US5381760A (en) * 1993-07-09 1995-01-17 Thermal Dynamics, Inc. Air injection system for internal combustion engines during combustion cycle of operation

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3814065A (en) * 1969-12-11 1974-06-04 Volkswagenwerk Ag Combustion engine with additional air inlet valve
US4061113A (en) * 1974-01-29 1977-12-06 Roland Beyler Process for reducing the pollution due to an internal combustion engine, and an engine including the application of said process
US4361126A (en) * 1979-09-08 1982-11-30 Robert Bosch Gmbh Fuel injection valve
US4446821A (en) * 1982-01-20 1984-05-08 General Motors Corporation Internal combustion engine method for delayed reaction stratified combustion
US4846114A (en) * 1985-09-16 1989-07-11 Avl Gesellschaft Fur Verbrennungskraftmaschinen Und Messtechnik M.B.H. Prof. Dr.Dr.H.C. Hans List Method concerning the delivery of fuel into the combustion chamber of a diesel engine and a device for realizing the method
US5381760A (en) * 1993-07-09 1995-01-17 Thermal Dynamics, Inc. Air injection system for internal combustion engines during combustion cycle of operation

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003029624A1 (fr) * 2001-10-04 2003-04-10 Evan Guy Enterprises, Inc. Procede et appareil de reduction d'emissions de moteurs a combustion interne
WO2003069148A1 (fr) * 2002-02-14 2003-08-21 Robert Bosch Gmbh Procede et dispositif pour piloter l'ouverture d'une soupape d'admission de moteur a combustion interne
US7143726B2 (en) 2002-02-14 2006-12-05 Robert Bosch Gmbh Method and device for controlling the opening of an intake valve of an internal combustion engine

Also Published As

Publication number Publication date
AU1501499A (en) 1999-07-12

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