• 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:
    A two-stroke internal combustion engine having at least one cylinder (1) accommodating a piston (2) and having at least one injection nozzle (4) in the form of a multi-hole low-pressure nozzle is used in at least one injection hole (5) in the cylinder jacket (6). In order to provide advantageous injection conditions, it is proposed that the multi-hole low-pressure nozzle has a nozzle plate (15) with nozzle openings (16) arranged within an enveloping circle (17) to form a common jet (11) with one of the inclination of the nozzle axis (12) The opening surface of the bore (5) dependent, an application of the jet (11) to the cylinder jacket (6) preventing opening angle (α).
    公开号:AT518418A4
    申请号:T50200/2016
    申请日:2016-03-10
    公开日:2017-10-15
    发明作者:
    申请人:Dipl Ing Dr Techn Roland Kirchberger；
    IPC主号:
    专利说明:

    The invention relates to a two-stroke internal combustion engine having at least one cylinder accommodating a piston and having at least one injection nozzle in the form of a multi-hole low-pressure nozzle inserted in a bore in the cylinder jacket.
    Since the time available within the clocks is not sufficient to vaporize the fuel sprayed by means of injection nozzles against the hot piston bottom and therefore the disadvantages of wetted with fuel piston and cylinder wall surfaces, especially in terms of hydrocarbon emissions, has already been proposed (WO 2010 No. 063048 A1) to arrange the injection nozzles symmetrically opposite each other with respect to a diameter plane of the cylinder determined by the axis of an outlet channel, so that nozzle axes intersect in the bottom plane of the piston above the piston crown in the diameter plane, on the side facing away from the outlet channel Cylinder axis, which in conjunction with the opposite air flow through the overflow to a directed away from the piston crown against the cylinder head flow of the forming mixture and therefore a hydrocarbon emissions conditional Wetting of the piston crown with fuel prevented. However, this effect is undermined when injecting the fuel only through an injection nozzle. It has therefore been proposed to use multi-hole low-pressure nozzles (WO 2015/113096 A1) which inject the fuel with reduced momentum.
    However, the pulse of the injection jet disturbs the purge flow of the fresh air, especially at low loads, so that can form for the desired displacement flush no cylinder passing relatively large-scale fresh air front. Since the influence of the fuel injection is reduced to this fresh air front with a corresponding fuel distribution over the fresh air front, fuel distribution over a relatively large area is desirable, which not only causes an increase in the pulse, but also requires a larger opening angle of the jet with the danger in that the jet of the jet adjoins the cylinder wall.
    The invention is therefore based on the object to improve the injection conditions for a two-stroke internal combustion engine so that the flushing flow above the piston little disturbed by the injection of the fuel into the combustion chamber and the risk is avoided that the jet applies to the cylinder wall and thereby the cylinder wall is wetted with fuel.
    Starting from a two-stroke internal combustion engine of the type described above, the invention solves the stated object in that the multi-hole low-pressure nozzle a nozzle plate with arranged within an enveloping nozzle orifices for forming a common jet with one of the inclination of the nozzle axis relative to the mouth surface of Bore dependent, an application of the jet to the cylinder jacket suppressed opening angle.
    Due to these measures, with a comparatively small opening angle of the common jet at a predetermined distance from the injection nozzle, a cross-sectional area of the jet can be achieved which, in comparison with a nozzle jet of a single hole nozzle, requires either a considerably larger opening angle of the jet or a greater distance from the injection nozzle. Due to the nozzle openings arranged within an enveloping circle, a nozzle jet results whose outlet cross-section is not determined by the diameter of the nozzle openings but by the enveloping circle diameter surrounding the nozzle openings, which reduces the distance from the injection nozzle for a given cross-sectional area, so that the opening angle at a given distance the jet can be limited without having to dispense with a corresponding distribution of the injected fuel over a larger cross-sectional area. This means, on the one hand, that according to the injection of the fuel over a plurality of nozzle holes arranged within one enveloping the fuel with a comparatively small pulse in a good distribution over the front of the air flow is injected into the combustion chamber and that on the other hand because of the limited opening angle, the risk of applying the Nozzle jet can be excluded to the cylinder wall, which is an essential condition for an advantageous fuel distribution in the combustion chamber.
    With the number of nozzle openings and their orientation can be easily taken to influence the formation of the jet. If the nozzle plate has at least three nozzle openings distributed over the circumference of the enveloping circle, the result for a common nozzle jet is a base for the jet, which is determined by the diameter of the enveloping circle and satisfies many requirements. Particularly advantageous construction conditions arise in this context if the enveloping circle of the nozzle openings has a diameter which corresponds to at least one third of the radius of the injection nozzle receiving bore in the cylinder jacket.
    To exclude the risk that the fuel-air mixture rests after the nozzle jet with the air flow to the cylinder wall, it can be provided that in a tilted against the cylinder jacket resulting vector from the velocity vector of the jet in the direction of the nozzle axis and the velocity vector of the Purging air flow in the main flow direction, the resulting vector with the cylinder jacket includes a maximum inclination angle of 20 °.
    In the drawing, the subject invention is shown, for example. Show it
    1 shows a two-stroke internal combustion engine according to the invention fragmentary in an axial section through a cylinder,
    Fig. 2 is an inserted into a bore in the cylinder jacket, torn open in the nozzle plate injection nozzle in a larger scale and Fig. 3, the injection nozzle used in the bore of FIG. 2 in an end view.
    According to FIG. 1, a two-stroke internal combustion engine according to the invention comprises at least one cylinder 1 with a piston 2, which is shown in the bottom dead center position. On the cylinder side opposite an outlet channel 3, an injection nozzle 4 is provided, which is inserted into a bore 5 in the cylinder jacket 6. Between the crankcase, not shown, and the combustion chamber of the cylinder 1, in relation to the plane of the drawing, pairs of opposite overflow channels 7, 8 are provided. In addition, the cylinder 1 has a discharge channel 3 diametrically opposite overflow as Aufrichtkanal 9. The purging air flow caused by the overflow channels 7, 8 and the erecting channel 9 has a velocity vector 10 in the direction of the resulting main air flow. The fuel is injected in the form of a jet 11 in the direction of the nozzle axis 12 into the combustion chamber. The velocity vector of the jet in the direction of the nozzle axis 12 is denoted by 13. The velocity vector 13 of the nozzle jet 11 forms with the velocity vector 10 of the scavenging air flow a resulting vector 14 which is decisive for the total flow resulting from the purging air flows and the jet 11 and clarifies the flow path of the fuel-air mixture in the combustion chamber.
    The front surface of the scavenging air flow should experience as little change in its course through the jet 11, in order to ensure a good displacement flushing can. For this reason, the fuel should be added as evenly as possible via the purge air front in the air flow. This sets in the area of the meeting of purging air stream and jet 11 a matched to the scavenging air front cross-sectional area of the nozzle jet 11 on the one hand and on the other hand a comparatively small pulse of the nozzle 11 ahead. Despite this condition conditions, the jet should not create due to a Coanda effect on the cylinder jacket 6. This means that the opening angle α of the nozzle jet 11 must remain limited, taking into account the angle of inclination of the nozzle axis 12 relative to the cylinder axis, in order not to fall below the design angle which is decisive for the Coanda effect. For a given opening angle α, the smallest angle .beta. Between the jacket of the jet 11 and the cylinder jacket 6 must therefore not be lower than the angle of application, as shown in FIG.
    On the other hand, this means that for a given angle of inclination of the nozzle axis 12, the opening angle α of the jet 11 must be correspondingly limited.
    In order that these different requirements can be met with simple structural means, the injection nozzle 4 is in the form of a multi-hole low-pressure nozzle with a nozzle plate 15, the nozzle openings 16 are arranged within an enveloping circle 17 so that the individual jets to a common jet 11 unite, the opening angle α can be specified by the orientation of the nozzle openings 16. If, according to FIG. 2, the injection valve 4 is opened by acting on the valve body 18, the fuel is injected through the nozzle openings 16 with a comparatively small impulse in the form of the jet 11 into the combustion chamber and there meets the resulting purge air flow to flow into To distribute this air flow finely, without affecting the purge air flow in a disturbing way. According to the flow conditions, the fuel-air mixture is guided upward away from the piston head upwards against the cylinder head, the velocity vectors 10, 13 determining the flow path on the one hand of the air flow and on the other hand of the jet 11 of the injected fuel. This flow path of the fuel-air mixture should as far as possible not bear against the cylinder jacket 6 in order to avoid wetting of the cylinder jacket 6 with fuel. This is achieved if the angle of inclination y of this vector 14 relative to the cylinder jacket 6 is at most 20 ° in the case of a resultant vector 14 inclined towards the cylinder jacket 6.
    权利要求:
    Claims (4)
    [1]
    claims
    1. two-stroke internal combustion engine having at least one piston (2) receiving a cylinder (1) and at least one in a bore (5) in the cylinder jacket (6) inserted injection nozzle (4) in the form of a multi-hole low-pressure nozzle, characterized in that the Multi-hole low-pressure nozzle a nozzle plate (15) with within an enveloping circle (17) arranged nozzle openings (16) for forming a common jet (11) with one of the inclination of the nozzle axis (12) relative to the mouth surface of the bore (5) dependent, an application the nozzle jet (11) to the cylinder jacket (6) has an opening angle (a).
    [2]
    2. Two-stroke internal combustion engine according to claim 1, characterized in that the nozzle plate (15) has at least three over the circumference of the enveloping circle (17) distributed nozzle openings (16).
    [3]
    3. Two-stroke internal combustion engine according to claim 1 or 2, characterized in that the enveloping circle (17) of the nozzle openings (16) has a diameter which is at least one third of the radius of the injection nozzle (4) receiving bore (5) in the cylinder jacket (6 ) corresponds.
    [4]
    4. two-stroke internal combustion engine according to one of claims 1 to 3, characterized in that in a against the cylinder jacket (6) inclined resultant vector (14) from the velocity vector (13) of the jet (11) in the direction of the nozzle axis (12) and the velocity vector (10) of the scavenging air flow in the main direction of flow, the resulting vector (14) with the cylinder jacket (6) includes a maximum inclination angle (y) of 20 °.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP0657222B1|1998-02-11|Injector nozzle
    DE3234829C2|1987-09-17|
    DE663301C|1938-08-04|Injection nozzle for internal combustion engines with self-ignition
    DE10334347A1|2004-03-18|Fuel injection valve for an internal combustion engine has an injection opening, a valve seating, a valve body and a drive device
    DE4035312A1|1992-05-14|DEVICE FOR INJECTING A FUEL-GAS MIXTURE
    DE19958126B4|2008-01-24|fuel Injector
    DE2935850A1|1980-03-20|FUEL INJECTION VALVE
    DE4303813C1|1994-06-30|Fuel injection nozzle for internal combustion engines
    EP0064146A1|1982-11-10|Injection system for injecting two fuels through one injection nozzle
    AT518418B1|2017-10-15|Two-stroke internal combustion engine
    EP1978241A1|2008-10-08|Atomiser device for producing a finely atomised fluid
    DE10246693A1|2004-04-15|Injector for injecting fuel
    DE102016224084A1|2018-06-07|fuel injector
    DE102004013141A1|2004-10-21|Fuel injection valve
    DE102018117083A1|2019-01-17|TURNING FUEL INJECTOR ASSEMBLY
    DE1937254A1|1970-01-29|Double nozzle for injecting liquid fuel, steam or air
    DE893133C|1953-10-12|Method and nozzle for the continuous injection of fuel of various sizes, especially for jet engines
    AT518053B1|2017-07-15|Two-stroke internal combustion engine
    DE2825998A1|1980-01-03|FUEL INJECTION NOZZLE FOR INTERNAL COMBUSTION ENGINES
    DE102017205665A1|2018-10-04|Injector for introducing a fluid with improved jet preparation
    DE751721C|1953-05-18|Injection internal combustion engine
    DE102019209203A1|2020-12-31|Injection nozzle for high-pressure injection of fuel
    DE1046950B|1958-12-18|Injection nozzle for internal combustion engines
    DE10300177A1|2004-07-22|Fuel injection device for internal combustion engine has wall section of valve element opposite fuel outlet arranged at least approximately parallel to housing wall near fuel outlet
    EP0061529B1|1985-06-19|Fuel injection nozzle for internal-combustion engines
    同族专利:
    公开号 | 公开日
    DE112017001182A5|2018-11-22|
    AT518418B1|2017-10-15|
    CN109154228A|2019-01-04|
    WO2017152200A1|2017-09-14|
    US20190078545A1|2019-03-14|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE3804237A1|1987-06-16|1989-08-24|Ind Tech Res Inst|Fuel injection device for an engine|
    DE19636396A1|1996-09-07|1998-03-12|Bosch Gmbh Robert|Fuel injector valve for IC engine|
    WO2010063048A1|2008-12-02|2010-06-10|Kirchberger, Roland|Two-cycle combustion engine|
    WO2015113096A1|2014-01-30|2015-08-06|Roland Kirchberger|Method for operating a two-stroke otto engine|
    US5329902A|1991-02-02|1994-07-19|Sanshin Kogyo Kabushiki Kaisha|Cylinder fuel injection type two-cycle internal combustion engine|
    JP2000064933A|1998-08-19|2000-03-03|Yamaha Motor Co Ltd|Method for starting two-cycle direct injection engine|
    US6729275B2|1999-02-05|2004-05-04|Avl List Gmbh|Two-stroke internal combustion engine with crankcase scavenging|
    US6468122B1|2000-11-28|2002-10-22|Bombardier Motor Corporation Of America|Fuel injected engine with cross scavenging|
    US6626381B2|2001-11-08|2003-09-30|Bombardier Motor Corporation Of America|Multi-port fuel injection nozzle and system and method incorporating same|
    JP2006233923A|2005-02-28|2006-09-07|Denso Corp|Fuel injection valve|
    AT503127B1|2006-03-21|2007-08-15|Kirchberger Roland Dipl Ing Dr|TWO STROKE COMBUSTION ENGINE|CN112360648A|2020-11-09|2021-02-12|上海中船三井造船柴油机有限公司|Gas inlet structure of low-pressure gas inlet dual-fuel host for ship|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50200/2016A|AT518418B1|2016-03-10|2016-03-10|Two-stroke internal combustion engine|ATA50200/2016A| AT518418B1|2016-03-10|2016-03-10|Two-stroke internal combustion engine|
    CN201780014324.2A| CN109154228A|2016-03-10|2017-03-07|Two-stroke internal combustion engine|
    PCT/AT2017/050005| WO2017152200A1|2016-03-10|2017-03-07|Two-stroke internal combustion engine|
    DE112017001182.5T| DE112017001182A5|2016-03-10|2017-03-07|Two-stroke internal combustion engine|
    US16/083,866| US20190078545A1|2016-03-10|2017-03-07|Two-stroke internal combustion engine|
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