• 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 invention relates to a piston (1) for an air-compressing internal combustion engine having a combustion chamber trough (3) substantially rotationally symmetrical with respect to a piston axis (2), which has a trough bottom (4) with a substantially conical elevation (5) and a circumferential trough wall (6). wherein the trough wall (6) has a substantially toroidal first section (6a) adjoining the trough bottom (4) and having a maximum inner first bowl diameter (d1), a second section (6b) having a minimum inner second bowl diameter (d2) , which is smaller than the inner first bowl diameter (d1), and forms a third portion (6c), wherein - viewed in a meridian section of the piston (1) - the first portion (6a) has a concave first radius of curvature (R1) and the second Section (6b) has a convex second radius of curvature (R2), and wherein the third portion (6c) to the second portion (6b) subsequent first Rin gfläche (8) and in the piston end face (7) ending second annular surface (9) forms, which second annular surface (9) with the first annular surface (8) forms an angle (β), wherein the first annular surface (8) and the second Ring surface (9) inclined to a normal plane (ε) on the piston axis (2) are formed and wherein in the transition between the first annular surface (8) and second annular surface (9) an edge (11) with a defined third radius of curvature (R3) is formed , In order to prevent soot formation phenomena, it is provided that - viewed in a meridian section of the piston (1) - the first annular surface (8) with a normal plane (ε) on the piston axis (2) has a first angle (α) between 10 ° and 20 °, preferably 15.2 °.
    公开号:AT518516A1
    申请号:T50201/2016
    申请日:2016-03-10
    公开日:2017-10-15
    发明作者:Dipl Ing Machold Alexander；Ing Ludwig Bürgler Dipl；Ing Dr Herwig Ofner Dipl；Thelliez Marina
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a piston for an air-compressing internal combustion engine, in particular for twist-free or spin-poor combustion, with a substantially rotationally symmetrical to a piston axis combustion bowl, which has a trough bottom with a substantially cone-like elevation and a circumferential trough wall, wherein the trough wall adjoining the trough bottom substantially toroidal first portion having a maximum inner first bowl diameter, thereafter forming a necking second portion having a minimum inner second bowl diameter smaller than the inner first bowl diameter, and thereafter forming a third portion forming a bowl rim portion, wherein considered in a meridian section -the first portion has a concave first radius of curvature and the second portion has a convex second radius of curvature, and wherein the third portion a e forming a second annular surface adjoining the second section and a second annular surface terminating in the piston end surface, which second annular surface subtends an angle with the first annular surface, wherein the first annular surface and the second annular surface are inclined to a normal plane to the piston axis and wherein in the transition between the first and second annular surface, an edge is formed with a defined third radius of curvature. Furthermore, the invention relates to an air-compressing internal combustion engine having at least one such piston, wherein in the region of the piston axis, an injection device is arranged so that at least one fuel jet in at least one stroke position of the piston meets the second portion and the fuel jet through the second portion in one to the first Section directed first beam part and a third section directed to the second beam part is divisible.
    From DE 10 2011 055 170 Al a diesel engine piston with a combustion chamber is known, which has a profile surface which projects from its inner wall to a central axis of the combustion chamber and on the inner wall has a projection which extends with a predetermined length from the inner wall. The projection divides an injection fuel sprayed and atomized onto the projection into a fuel flow in an upper portion and a fuel flow into a lower portion of the combustion chamber. In this case, the combustion bowl on a core formed by a central elevation, which activates a swirl, vortex or whirlpool, which forms the flow in the combustion chamber. Thereby, the mixture of the fuel and the air flowing into the combustion chamber is improved and the mixing ratio can be increased.
    DE 103 92 141 B4 describes a piston for an internal combustion engine, which comprises a combustion bowl with a fuel guide structure for diverting at least a part of the fuel leaving the combustion bowl. The piston includes a sharp edge disposed on the outer surface of the piston adjacent the access to the combustion bowl and a rounded fuel receiving lip located within the combustion bowl.
    Further, EP 2 708 714 A2 discloses a combustion chamber for a diesel engine having a combustion bowl having a concave shape such that an injected fuel jet creates a swirl or squish flow for mixing with air.
    It has been found that pistons known in spin-free combustion processes tend to form considerable soot formation, since stagnation zones and fuel deposits occur in the region of the first section and the third section.
    The object of the invention is to avoid these disadvantages and to reduce soot formation phenomena on the piston in particular in spin-free combustion in internal combustion engines of the type mentioned.
    According to the invention, this takes place in that - viewed in a meridian section of the piston - the first annular surface with a normal plane to the piston axis includes a first angle between 10 ° and 20 °, preferably 15.2 °.
    Thanks to the invention, the formation of a fat zone during combustion is prevented, which otherwise results, in particular when swirling flows occur. The formation of soot is thus significantly reduced. The resulting vortex zones lead to a thermal relief of the cylinder head, since a lower heat input takes place.
    By meridian section of the piston is meant a section along the piston axis of the piston, which is normal to the combustion bowl. The meridian section thus yields a meridian plane that is normal to the combustion bowl and that is parallel to or coincident with the piston axis.
    Extensive experiments and calculations have shown that, in combination with the features mentioned above, stagnation zones on the trough walls in the third section can be avoided if the first angle between the first annular surface and the normal plane to the piston axis is between 10 ° and 20 °. The best results can be achieved when the first angle is just over 15 °. Furthermore, in order to avoid soot formation in the region of the third section, it is particularly advantageous if, viewed in a meridian section of the piston, the first annular surface with the second annular surface encloses a second angle between approximately 100 ° and 150 °, preferably approximately 125 °. In particular, it is advantageous if the second annular surface with the piston axis a second angle between about 15 ° and 25 °, preferably 21 °, spans.
    The first and second annular surfaces, preferably designed as conical surfaces, form a step which deflects the fuel flow from the radial direction in an axial direction. The deflection between the first and second annular surface takes place abruptly. Surprisingly, it has been shown that substantially less soot formation phenomena can be observed than with constant deflection. This observation can be explained by the fact that the abrupt flow deflection in the axial direction causes an increase in speed and a strong swirling or rolling movement about a tangential axis, which immediately travels with depositing fuel or even makes deposition impossible. At least one injected fuel jet initiates a whirling or rolling movement consisting of two counter-rotating swirling rolls of air and fuel. In order to avoid deposits in the transition between the first and second annular surface, it is advantageous if - based on a largest diameter of the piston - the third radius of curvature is 0.012 ± 50%.
    In order to achieve a pronounced division into two beam parts, it is advantageous if the inner second bowl diameter is at most about 95% of the diameter of the inner first bowl diameter. For a division of the fuel jet, it is favorable if, based on a largest diameter of the piston, the second radius of curvature is 0.02 ± 50%.
    Experiments have shown that particularly good results can be achieved when - based on the largest diameter of the piston - the combustion bowl in the region of the first section has an inner first diameter of about 0.7 ± 20% (ie, 0.7 times of the largest diameter of the piston) and in the region of the second portion has an inner second diameter of 0.65 ± 20% (ie, 0.65 times the largest diameter of the piston).
    In order to produce a pronounced first swirling roller directed towards the well bottom, it is advantageous if, based on a largest diameter of the piston, the first radius of curvature is 0.06 ± 50% (ie, 0.06 times the largest diameter of the piston) ,
    A directed to the cylinder head pronounced second vortex roll is made possible when the first annular surface and / or the second annular surface are formed as a conical surface. The stepped third section and the angled annular surfaces reduce the thermal load of the fire deck of the cylinder head. Since the inlet channels generate no swirl and thus have lower flow losses, it can be entered by a higher charge mass in the combustion chamber. If the air / fuel ratio remains the same, more fuel can thus be supplied, which makes it possible to increase the maximum power for a given displacement. In addition, the piston design allows a reduced heat transfer to the piston and thus reduced heat losses on the piston.
    In order to avoid soot formation phenomena in the third section, it may be provided that the third radius of curvature, based on a largest diameter of the piston, is 0.012 ± 50% (i.e., 0.012 times the largest diameter of the piston).
    The piston is suitable in particular for internal combustion engines having a swirl-free or low-swirl inlet channel structure, wherein a swirl number of the flow in the combustion chamber around the piston axis is at most 1. Under inlet structure is the shape and arrangement of the inlet channels designed as a low-twist channels in
    Cylinder head meant, which are designed so that little or no swirl is generated when the air flows into the combustion chamber.
    In a preferred embodiment of the invention, the internal combustion engine operates according to a twist-free combustion process. This is to be understood as meaning a combustion method in which no or only a small inlet twist is permitted or necessary, and which has substantially no charge rotation about the cylinder axis.
    In comparison with a swirl-producing inlet structure, a swirl-free or swirl-poor inlet structure has the advantage that flow losses can be reduced and thus the degree of delivery can be improved. This allows a higher maximum power for a given displacement. The inlet channels can be made simpler and shorter.
    The invention will be explained in more detail below with reference to a non-limiting embodiment shown in the figures.
    Show:
    1 shows a piston according to the invention in a meridian section,
    2 shows a detail of this piston,
    3 shows this piston in a plan view,
    4 a swirl-free or low-swirl inlet channel structure in a plan view,
    5 shows the flow situation in the combustion chamber of the piston according to the invention in its top dead center,
    6 shows the flow situation in the combustion chamber of the piston according to the invention at 10 ° after its top dead center,
    7 shows the flow situation in the combustion chamber of the piston according to the invention at 20 ° after its top dead center,
    8 shows the flow situation in the combustion chamber of the piston according to the invention at 40 ° after its top dead center,
    9 shows the Russbildungssituation in the combustion chamber of the piston according to the invention in its top dead center,
    10 shows the Russbildungssituation in the combustion chamber of the piston according to the invention at 10 ° after the top dead center,
    Fig. 11 shows the Russbildungssituation in the combustion chamber of the piston according to the invention at 20 ° after the top dead center and
    12 shows the soot formation situation in the combustion chamber of the piston according to the invention at 40 ° after its top dead center.
    Fig. 1 shows a piston 1 of an air-compressing internal combustion engine, not shown. The piston 1 is particularly suitable for internal combustion engines with spin-free or low-twist inlet channel structure 20, in particular for internal combustion engines with a swirl number in the combustion chamber of a maximum of 1, based on the piston axis 2. An example of a possible low-swirl or twist-free inlet structure formed as Niedrigkdrallkanälen inlet channels 21, 22 is shown in FIG. 4. The two inlet channels 21, 22 are formed symmetrically, so that cancel the swirl components of the two inlet channels 21, 22.
    In the piston 1 a rotationally symmetrical to the piston axis 2 formed combustion chamber trough 3 is formed. The combustion chamber trough 3 of the piston 1 forming at least a large part of the combustion chamber consists of a trough bottom 4 with a conical central elevation 5 and a circumferential trough wall 6. Starting from the trough bottom 4, the trough wall 6 has a first section 6a, a second section 6b adjoining it and a third section 6c adjoining the second section 6b, wherein the third section 6c adjoins the piston end face 7 facing the cylinder head (not shown) and forms a trough edge region 12.
    In the first section 6a, the trough wall 6 is at least partially circular-shaped, wherein - viewed in a meridian section of the piston 1 - the concave first radius of curvature RI of the first section 6a is about 0.06 ± 50% of the largest diameter D of the piston 1. In the region of the first section 6a, the combustion bowl 3 has an inner first diameter d1 which is approximately 0.7 ± 20% of the maximum diameter D of the piston 1. In the region of the in the second section 6b, the trough wall 6 is retracted and formed overhanging, wherein measured in the region of the second portion 6b inner second bowl diameter d2 is at most about 95% of the inner first bowl diameter dl. Based on the maximum piston diameter D, the inner first bowl diameter d 1 is about 0.65 ± 20%.
    In the meridian sections of the piston 1 shown in FIGS. 1 and 2, the trough wall 6 is convexly curved in the second section 6b and has a second radius of curvature R2 of approximately 0.02 ± 50% of the largest diameter D of the piston 1. The trough wall 6 is designed to extend between the first section 6a and the second section 6b, it also being possible for a straight section 8 to be formed between the first radius of curvature RI and the second radius of curvature R2. Alternatively, the first radius of curvature RI can pass directly over a turning point in the second radius of curvature R2.
    The third section 6c of the trough wall 6 consists of a first annular surface 8 and a second annular surface 9, wherein the first annular surface 8 connects directly, ie running and transitionless, to the second radius of curvature R2 of the second section 6b and ends in the piston end face 7. The section line between the second annular surface 9 and the piston end face 7 in the exemplary embodiment has a diameter 16 which is approximately 80% of the largest diameter of the piston 1. Preferably, the first annular surfaces 8 and second annular surfaces 9 are formed by conical surfaces. In the meridian section of the piston 1 shown in FIGS. 1 and 2, the first annular surface 8 with a normal plane ε clamps on the piston axis 2 a first angle α of between approximately 10 ° and 20 °, preferably 15.2 °. The adjoining the first annular surface 8 second annular surface 9 is designed to be inclined to the first annular surface 8, wherein the first annular surface 8 with the second annular surface 9 a second angle ß between about 100 ° and 150 °, preferably about 125 °, includes. With respect to the piston axis 2 or to a parallel to the piston axis 2, the second annular surface 8 is inclined by a third angle γ between about 15 ° and 25 °, preferably of about 21 °.
    Between the first annular surface 8 and the second annular surface 9, a defined edge 11 is formed. An abrupt transition between the first annular surface 8 and the second annular surface 9 formed by the edge 11 is advantageous in order to reduce the thermal load on the cylinder head. On the other hand, however, stagnation zones must be avoided in which fuel feeders could. Experiments have shown that the best results can be obtained when the third radius of curvature R3 between the first annular surface 8 and the second annular surface 9 is at most about 0.012 ± 50% of the largest diameter D of the piston 1.
    In the exemplary embodiment illustrated, the maximum bowl depth 13 is approximately 0.16 times the maximum diameter D of the piston 1 and the minimum bowl depth 14 measured in the region of the central elevation 5 is approximately 0.061 times the maximum diameter D of the piston 1. The distance from the piston end face 7 in the direction The cylinder axis 2 away measured height of the second portion 6b is about 4% of the maximum diameter D of the piston 1. The conical elevation 5 clamped with a normal plane on the piston axis 2 an angle δ of about 20 ° to 30 ° - in the example about 23 ° - on. The survey has a fourth radius of curvature R4, which is about 6% of the largest diameter D of the piston 1.
    As indicated in FIG. 1, fuel is injected via an injection device 10 arranged centrally in the cylinder, the fuel impinging on the second section 6b of the well wall 6 in at least one stroke position of the piston 1. Due to the lack of or greatly reduced swirl, there is no danger that the fuel jets are blown into each other, which would lead to high soot formation. As a result, more blasting can be provided in the present swirl-reduced method than in comparable known swirl-bearing methods, for example more than nine, which additionally supports the mixture formation of fuel / air.
    In this case, the fuel jet S is divided by the nose-like projection of the second section 6b into a lower first jet part S1 and an upper second jet part S2, wherein a first turbulence roller TI and a second turbulet roller T2 arise with different directions of rotation. The beam splitting allows ideal utilization of the available fresh air for combustion. Due to the convexly rounded overhanging second section 6b, the kinetic energy of the fuel jet S can be deflected into the combustion bowl 3 with as little loss as possible. Beam pulse of the fuel jet S and shape of the trough wall 6 generate a double vortex or. Roller movement in the combustion bowl 3, which allows optimum utilization of the fresh air. The stepped design between the first annular surface 8 and the second annular surface 9 in the direction of the cylinder head distributes the impact of the hot combustion zone on the cylinder head to a larger area, thereby a locally very high thermal load peak is prevented or reduced whereby the thermal load on Cylinder head can be reduced.
    FIGS. 5 to 8 show the flow situation in the piston recess 3 for different crankshaft angles, where velocity vectors v for the air flow and the fuel flow are shown. The air / fuel ratio is indicated by gray scale, the fuel concentration f is higher, the darker the gray levels are colored. 5 shows the flow situation in the region of top dead center of piston 1, FIG. 6 at 10 ° after top dead center, FIG. 7 at 20 ° after top dead center and FIG. 8 at 40 ° after top dead center of piston 1 It can clearly be seen that in FIG. 8 only a relatively small fuel concentration f can be determined by a marked mixture leaning within the combustion bowl 3.
    FIGS. 9 to 12 show the soot formation situation in the piston recess 3 for different crankshaft angles, wherein the soot concentration ST is indicated by gray scales. The darkening of the gray levels ST is the higher, the darker the gray levels are colored. 9 shows the soot situation in the region of top dead center of piston 1, FIG. 10 at 10 ° after top dead center, FIG. 11 at 20 ° after top dead center and FIG. 12 at 40 ° after top dead center of piston 1 In Fig. 12, virtually no soot concentration ST is more noticeable within the combustion bowl 3.
    In this way, soot formation and coking phenomena on the piston 1 can be effectively prevented even in internal combustion engines, which are designed for spin-free combustion process. The piston 1 allows at
    Internal combustion engines with a twist-free intake structure optimum mixture formation and smoke-free combustion of the fuel.
    权利要求:
    Claims (11)
    [1]
    1. piston (1) for an air-compressing internal combustion engine, in particular for spin-free or spin-poor combustion, with a piston axis (2) substantially rotationally symmetrical combustion chamber trough (3) having a trough bottom (4) with a substantially cone-like elevation (5) and a circumferential trough wall (6), wherein the trough wall (6) has a substantially toroidal first section (6a) adjoining the trough bottom (4) and having a maximum inner first bowl diameter (dl), then a second section forming a constriction (FIG. 6b) having a minimum inner second bowl diameter (d2) which is smaller than the inner first bowl diameter (dl), and subsequently forming a third portion (6c) forming a bowl rim region, wherein - viewed in a meridian section of the piston (1) - the first portion (6a) has a concave first radius of curvature (RI) and the second portion (6b) has a convex z and the third section (6c) forming a first annular surface (8) adjoining the second section (6b) and a second annular surface (9) terminating in the piston end surface (7), the second annular surface (9) forming the second annular surface (9) ) with the first annular surface (8) an angle (ß) spans, wherein the first annular surface (8) and the second annular surface (9) inclined to a normal plane (ε) on the piston axis (2) are formed and wherein in the transition between the first Ring surface (8) and second annular surface (9) an edge (11) with a defined third radius of curvature (R3) is formed, characterized in that - viewed in a meridian section of the piston (1) - the first annular surface (8) with a normal plane (ε) to the piston axis (2) includes a first angle (a) between 10 ° and 20 °, preferably 15.2 °.
    [2]
    2. piston (1) according to claim 1, characterized in that - viewed in a meridian section - the first annular surface (8) with the second annular surface (9) has a second angle (ß) between about 100 ° and 150 °, preferably about 125th ° includes.
    [3]
    3. Piston (1) according to claim 1 or 2, characterized in that the second annular surface (9) with the piston axis a third angle (γ) between about 15 ° and 25 °, preferably 21 °, spans.
    [4]
    4. piston (1) according to one of claims 1 to 3, characterized in that the inner second bowl diameter (d2) is at most about 95% of the inner first bowl diameter (dl).
    [5]
    5. piston (1) according to one of claims 1 to 4, characterized in that - based on the largest diameter (D) of the piston (1) - the combustion bowl (3) in the region of the first portion (5a) has an inner first bowl diameter (dl) of about 0.7 ± 20%.
    [6]
    6. piston (1) according to one of claims 1 to 5, characterized in that - based on the largest diameter (D) of the piston (1) - the combustion bowl (3) in the region of the second portion (6b) has an inner second diameter (d2) of about 0.65 ± 20%.
    [7]
    7. piston (1) according to one of claims 1 to 6, characterized in that - based on a maximum diameter (D) of the piston (1) - the first radius of curvature (RI) is about 0.06 ± 50%.
    [8]
    8. piston (1) according to one of claims 1 to 7, characterized in that - based on a largest diameter (D) of the piston (1) - the second radius of curvature (R2) is about 0.02 ± 50%.
    [9]
    9. piston (1) according to one of claims 1 to 8, characterized in that - based on a maximum diameter (D) of the piston (1) - the third radius of curvature (R3) is at most about 0.012 ± 50%.
    [10]
    10. piston (1) according to one of claims 1 to 9, characterized in that the first annular surface (8) and / or the second annular surface (9) is designed as a conical surface or are.
    [11]
    11. Air-compressing internal combustion engine with at least one reciprocating piston (1) according to one of claims 1 to 10, wherein in the region of the piston axis (2) an injection device (10) is arranged so that at least one fuel jet (S) in at least one Stroke position of the piston (1) on the second portion (6b) meets and the fuel jet (S) through the second portion (6b) in a first portion (6a) directed first beam part (Sl) and one to the third portion (6c) directed second jet part (S2) can be divided, characterized in that the internal combustion engine has a swirl-free or spin-poor inlet channel structure, wherein a swirl number of the flow in the combustion chamber about the piston axis (2) is at most 1.
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    同族专利:
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    WO2017152203A1|2017-09-14|
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    引用文献:
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    EP3643899A1|2018-10-24|2020-04-29|C.R.F. Società Consortile per Azioni|A piston for a compression ignition internal combustion engine|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50201/2016A|AT518516B1|2016-03-10|2016-03-10|PISTON FOR A AIR COMPRESSIVE INTERNAL COMBUSTION ENGINE|ATA50201/2016A| AT518516B1|2016-03-10|2016-03-10|PISTON FOR A AIR COMPRESSIVE INTERNAL COMBUSTION ENGINE|
    US16/083,686| US20200340391A1|2016-03-10|2017-02-21|Air-compressing internal combustion engine|
    KR1020187025991A| KR20180120698A|2016-03-10|2017-02-21|Air-compression internal combustion engine|
    CN201780015977.2A| CN108779704A|2016-03-10|2017-02-21|Air compression internal combustion engine|
    DE112017000251.6T| DE112017000251A5|2016-03-10|2017-02-21|Air-compressing internal combustion engine|
    JP2018547973A| JP2019507848A|2016-03-10|2017-02-21|Air compression internal combustion engine|
    PCT/AT2017/060035| WO2017152203A1|2016-03-10|2017-02-21|Air-compressing internal combustion engine|
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