• 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 method for operating an Otto internal combustion engine which has at least one piston (2) which reciprocates in a cylinder (1) and adjoins a combustion chamber (6), wherein in at least one operating region of the internal combustion engine per cylinder (1 ) Fuel via at least one fuel injection device (7) centrally injected into the combustion chamber (6) and ignited via at least one ignition device (8) centrally in the combustion chamber (6), wherein the fuel with an injection pressure above 500 bar in the second half of the compression stroke before the top dead center (TDC) of the combustion in the combustion chamber (6) injected and the internal combustion engine with an air-fuel ratio λ = 1 is operated. In order to increase the efficiency and at the same time to reduce the risk of knocking events, it is provided that in at least one operating region of the internal combustion engine the fuel is injected between 180 ° and 0 ° before the top dead center (TDC) of the combustion in the combustion chamber (6), in that at least two injection jets (9) of the fuel strike a piston recess (3) of the piston (2) formed essentially diametrically with respect to the cylinder axis (1a) opposite to the cylinder axis (1a), the beam center axes the two injection jets (9) - considered in a sectional view of the cylinder axis (1a) - an angle (γ) of about 60 °, and that the combustion heat in the combustion chamber (6) by at least one thermal insulation (12) and / or coating retained becomes.
    公开号:AT520847A1
    申请号:T50057/2018
    申请日:2018-01-23
    公开日:2019-08-15
    发明作者:Paul Kapus Dr；Ing Dipl (Fh) Thomas Schicker；Ing Daniel Hochfellner Dipl
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for operating an Otto engine which has at least one piston which reciprocates in a cylinder and which adjoins a combustion chamber, fuel being injected approximately centrally into the combustion chamber per cylinder in at least one operating region of the internal combustion engine via at least one fuel injection device and is ignited approximately centrally in the combustion chamber via at least one ignition device, the fuel being injected into the combustion chamber with an injection pressure of more than 500 bar in the second half of the compression stroke before top dead center of the combustion, and the internal combustion engine being operated with an air / fuel ratio λ = 1. The invention further relates to an Otto internal combustion engine for carrying out the method.
    From EP 2 239 446 A1 it is known to operate an Otto engine as a function of the load requirement using an HCCI method (HCCI = Homogeneous Charge Compression Ignition) with spark-assisted homogeneous compression ignition of the fuel or conventionally with spark ignition in order to operate the efficiency increase and reduce emissions. In order to reduce the combustion noise, it is proposed to inject the fuel several times with a high injection pressure above 50 MPa via a multi-nozzle fuel injection device, the last injection taking place at a late point in the compression stroke. The internal combustion engine is operated with a fuel-air ratio λ of at least 2.
    DE 10 2012 002 315 A1 describes a spark-ignition engine and a method for its control, the control determining the combustion mode to an operating mode with ignition by compression or a spark-ignition operating mode depending on the engine load range. The internal combustion engine is operated with a fuel-air ratio λ of 1. The fuel pressure and the time of fuel injection and ignition are also controlled. From this publication it is known that by injecting the fuel with a comparatively high fuel pressure of approximately 40 MPa and above, at a time close to the compression top dead center, the combustion duration can be shortened and the combustion stability can thus be improved.
    / 27
    Furthermore, it is known from WO 08/157823 A1, a main injection at fuel pressures of 1000 bar and above, with a start of injection in the crank angle range between -10 ° and 20 ° of top dead center in HCCI or PCCI operation (PCCI - Premixed Charge Compression Ignition ) to carry out. Furthermore, it is known from this document to use a fuel injection device in which diametrically opposite injection jets for late fuel injection span a jet angle between 120 ° and 150 °. The compression ratio is between 10 and 16, the swirl ratio is between 0 and 1.5.
    Internal combustion engines with components which are thermally insulated by a ceramic layer, for example, are known from US 2017 145 914 A.
    An internal combustion engine is known from DE 10 2017 113 523 A1, the combustion chamber of which has a thermally insulating element which forms at least part of the inner surface of the combustion chamber. The inner surface of the combustion chamber formed by the thermally insulating element can be wetted with water by means of an injection device.
    Conventional Otto internal combustion engines usually have measures to limit knock. Fuel properties as well as time constraints for mixture preparation and flame front spread limit the compression ratio in Otto combustion engines. Due to the high pressure and the high temperature in the combustion chamber, some of the mixture can self-ignite with a sharp rise in pressure (knocking). Such uncontrolled auto-ignition can lead to serious damage to the internal combustion engine. Furthermore, so-called irregular combustion (ignition of the mixture before ignition by the ignition device) can damage the internal combustion engine.
    It is known that the efficiency of an internal combustion engine can be increased by thermal insulation. Efficiency levels above 50% could theoretically be achieved by at least approximately adiabatic motors. The disadvantage is that such engines are extremely susceptible to irregular combustion and knocking.
    / 27
    The object of the invention is to avoid these disadvantages and to increase the efficiency without increasing the risk of irregular combustion and knocking.
    This is achieved according to the invention in that in at least one operating range of the internal combustion engine the fuel is injected into the combustion chamber between 180 °, preferably 120 °, particularly preferably 90 ° and 0 ° crank angle before the top dead center of the combustion in such a way that at least two injection jets of the fuel meet essentially - parallel to the cylinder axis, approximately diametrically opposite to the cylinder axis opposite bowl walls of a preferably approximately circular piston bowl of the piston, the blasting center axes of the two injection jets - viewed in a sectional view containing the cylinder axis - an angle of over 60 °, preferably over 80 °, particularly preferably over 100 °, and that the heat of combustion in the combustion chamber is retained by at least thermal insulation and / or coating.
    Due to the thermally insulated combustion chamber, adiabatic changes in state can be approximated, which enables a significant increase in thermal efficiency. Due to the late injection timing and the high injection pressure, the mixture formation and combustion time is greatly reduced. Knocking phenomena are reliably prevented together with the stoichiometric mixture ratio and the impact of the fuel jets on the trough walls which run essentially parallel to the cylinder axis.
    The fuel is preferably injected at an injection pressure above 900 bar, preferably above 1000 bar.
    In one embodiment variant of the invention it is provided that the fuel is injected into the combustion chamber simultaneously via at least six injection jets. This enables an even distribution of the fuel in the combustion chamber.
    In order to enable the mixture to ignite rapidly, it is advantageous if fuel is injected via an injection jet on each side of the ignition location of the ignition device, preferably at least two injection jets - viewed in plan - enclosing an angle of approximately between 50 ° and 80 ° ,
    / 27
    In order to enable rapid ignition of the mixture on the one hand and in particular to avoid extinguishing the ignition spark, it is advantageous if at least one injection jet is at a defined distance from the ignition location, which is between 0.5 and 2.5 mm.
    In a simple embodiment it is provided that the fuel injection is carried out by a single injection per working cycle and cylinder immediately before the top dead center of the combustion. For a uniform mixture preparation, however, it is more advantageous if the fuel is injected at at least two times, with at least one last injection occurring immediately before the top dead center of the combustion.
    In one embodiment variant of the invention, it is provided that at least two injections - preferably as a doublet - are carried out in the compression cycle. A further embodiment of the invention provides that at least two injections are carried out in the intake stroke and at least one injection in the compression stroke.
    With each injection, the fuel is preferably injected over a period of at most 50 °, preferably 30 °, particularly preferably 20 °, crank angle.
    A further increase in thermal efficiency can be achieved if the internal combustion engine is operated according to the Miller or Atkinson cycle process - with early or late intake closing.
    In the context of the invention it is provided that the internal combustion engine is operated with a tumble number of at most 1. The geometric compression ratio is preferably between 12 and 18.
    In a further embodiment of the invention, it can be provided that at least one point in time during at least one working cycle, water is added to the intake air or the fuel or is supplied to the combustion chamber. The water can be injected into the inlet manifold or the inlet channels or directly into the combustion chamber or can be supplied as an emulsion together with the fuel.
    / 27
    A gasoline internal combustion engine with at least one piston reciprocating in a cylinder and bordering a combustion chamber, with at least one fuel injection device and at least one ignition device per cylinder, is suitable for carrying out the method according to the invention, the fuel injection device and / or the ignition device opening centrally into the combustion chamber , and wherein the fuel injection device is designed to inject fuel with an injection pressure above 500 bar in the second half of a compression stroke before top dead center of the combustion into the combustion chamber and to operate the internal combustion engine with an air ratio λ = 1. According to the invention, the fuel injection device has at least two injection openings, the central axes of which, viewed in a side view of the fuel injection device, enclose an angle of more than 60 °, preferably more than 80 °, particularly preferably more than 100 °, the fuel injection device being arranged in this way and the piston designed in this way is that in the case of a fuel injection in a crank angle range between 180 °, preferably 120 °, particularly preferably 90 ° and 0 ° crank angle before the top dead center of the combustion, the injection jets of the two injection orifices are located essentially parallel to the cylinder axis and diametrically opposite to the cylinder axis - Trough walls of a preferably circular piston trough of the piston meet, at least one wall bordering the combustion chamber having thermal insulation.
    The thermal insulation is expediently arranged in the region of the piston surface on the combustion chamber side - or parts of the piston surface - and / or in the region of a — preferably roof-shaped combustion chamber cover surface — or parts of the combustion chamber ceiling formed by a cylinder head. Furthermore, the thermal insulation - on the piston side and / or cylinder side - can be arranged in the region of the top land of the piston. This can reduce heat losses.
    The piston preferably has a central elevation in the middle of the circular piston depression, for example, the elevation extending into the combustion chamber. Similar pistons are known from diesel engines.
    The fuel injection device has several, for example six, injection openings. At least two injection ports on the / 27
    Fuel injection devices are advantageously arranged in such a way that fuel can be injected via an injection jet on each side of the ignition location of the ignition device. In one embodiment of the invention it is provided that the central axes of the injection openings of the two injection jets - viewed in plan - enclose an angle of approximately between 50 ° and 80 °. In order to ensure reliable ignition of the fuel-air mixture on the one hand and to avoid wetting the ignition site with fuel on the other hand, it is advantageous if the fuel injection device and the ignition device are arranged such that at least one injection jet is at a defined distance from the ignition site of the ignition device , which is between 0 and 2.5 mm.
    The fuel injection device can be controlled via an electronic control unit in such a way that the fuel can be injected at at least two times during a working cycle, at least one last injection taking place immediately before the top dead center of the combustion. At least two injections can be carried out one after the other in the compression cycle.
    It is also possible to condition the control unit such that at least two injections in the intake stroke and at least one injection in the compression stroke can be carried out.
    By dividing the fuel injection into several partial injections, the fuel-air mixture is cooled by the evaporation energy withdrawn and thus the tendency towards irregular combustion and knocking is reduced. The cooling of the fuel-air mixture can also be increased if water can be added to the intake air or the fuel or supplied to the combustion chamber via a water supply device. A water injection device can open into the inlet manifold, into the individual inlet channels or into the combustion chamber, for example. Alternatively, water can be added to the fuel and a fuel-water emulsion formed before it is injected into the combustion chamber. This fuel-water emulsion can be injected into the combustion chamber via the fuel injection device.
    Through repeated fuel injection, turbulence is generated in the combustion chamber within the combustion chamber, which has a favorable effect on the flame propagation speed and thus further reduce the tendency to knock / 27. Several short injections have proven to be more advantageous than a few long injections. The control of the injection can advantageously be conditioned such that the crank angle KW can be injected with each injection over a period of at most 50 °, preferably 30 °, particularly preferably 20 °. The combustion chamber and the inlet channels should be designed so that the tumble number (swirl number for the tumble flow) in the combustion chamber is a maximum of 1.
    To further increase the efficiency by reducing the throttle losses, it can be provided that the internal combustion engine can be operated with early or late intake closing according to the Miller or Atkinson cycle process. An early closing of the intake valves can be made possible, for example, by a variable valve train.
    In connection with the method according to the invention, it is particularly advantageous if at least one ignition device is designed as a prechamber spark plug. This enables a further increase in the combustion speed and the efficiency while reducing the tendency to knock.
    The invention is explained in more detail below on the basis of the exemplary embodiment shown in the non-limiting figures. In it show schematically
    1 shows a cylinder of an internal combustion engine for carrying out the method according to the invention in a first embodiment in a longitudinal section,
    2 shows a cylinder of an internal combustion engine for carrying out the method according to the invention in a second embodiment in a longitudinal section,
    3 shows a cylinder of an internal combustion engine for carrying out the method according to the invention in a third embodiment variant in a longitudinal section, / 27
    4 shows a cylinder of an internal combustion engine for carrying out the method according to the invention in a fourth embodiment variant in a longitudinal section,
    Fig. 5 shows the cylinder in a section along the line IV-IV in Fig. 1, 2, 3 or 4 and
    Fig. 6 injection events when performing the method according to the invention in different variants of the invention.
    1 to 4 each schematically shows a cylinder 1 of an Otto engine, in which a reciprocating piston 2 is slidably arranged. The piston 2, which has a piston recess 3, acts on a crankshaft via a connecting rod (not shown). A combustion chamber 6 is formed between the piston 2 and the roof-shaped combustion chamber ceiling 5 formed by a cylinder head 4. A fuel injection device 7 and an ignition device 8, for example a conventional spark plug with electrodes opening directly into the combustion chamber 6, open into the combustion chamber 6. The ignition device 8 can also be designed as an indicated prechamber spark plug with an integrated prechamber in which the electrodes are arranged, the prechamber being connected to the combustion chamber 6 via a plurality of openings. It is also possible to provide more than one fuel injection device 7 and / or more than one ignition device 8 per cylinder 1.
    The axis 7a of the fuel injection device 7 can be arranged inclined to the cylinder axis 1a. In the same way, the axis 8a of the ignition device 8 can be designed inclined to the cylinder axis 1a. In the example shown, the angle of inclination α between the axis 7a and the cylinder axis 1a is, for example, approximately 15 °, and the angle of inclination β between the axis 8a and the cylinder axis 1a is, for example, approximately 10 °. The angles of inclination α, β can preferably be between 0 ° and 30 °, particularly preferably between 0 ° and 15 °.
    The injection location 7b of the fuel injection device 7 and the ignition location 8b of the ignition device 8 are arranged near the cylinder axis 1a. The distance 7c between the injection location 7b and the cylinder axis 1a is less than a quarter of the radius R of the cylinder 1. The same applies to the distance 8c between the ignition location 8b and the cylinder axis 1a.
    / 27
    The fuel injection device 7 is designed as a multi-hole injection device in order to inject the fuel into the combustion chamber 6 via a plurality of injection openings (not shown) in a plurality of injection jets 9. The central axes 10 of two injection openings of the fuel injection device 7 for approximately diametrically opposite injection jets 9 span - viewed in a side view of the fuel injection device shown in FIGS. 1 and 2 - an angle γ of over 60 °, preferably over 80 °, particularly preferably over 100 ° , on. This angle γ corresponds to the jet angle spanned by the jet axes of the two approximately diametrically opposite injection jets 9. In the illustrated embodiment, the angle γ is approximately 110 °.
    The radius r of the essentially circular piston recess is between 0.7 and 0.9 times the piston radius R. In the region furthest away from the cylinder axis 1a, the piston recess 3 has recess walls 31 facing away from the piston edge 21, which are essentially parallel to the cylinder axis 1a are trained.
    The fuel injection (with a single injection) or the last fuel injection (with multiple injection) takes place very late in the compression stroke near the top dead center TDC of the combustion, with central axes 10 injection openings or the spray axes of the injection jets 9 being directed towards the trough walls 31. In this way, the injection jets 10 cover the longest possible path within the combustion chamber 6 before they strike the piston 2. The fuel can evaporate as best as possible.
    As can be seen from FIG. 5, the fuel injection device 7 has a star-shaped spray pattern of the injection jets 9, six injection openings being provided in the exemplary embodiment shown. Reference number 11 denotes gas exchange valves arranged in the combustion chamber roof 5. At least two injection openings of the fuel injection device 7 and arranged such that fuel is injected via an injection jet 9 on each side of the ignition location 8b of the ignition device 8. The central axes 10 of these injection openings enclose an angle δ which is approximately between 50 ° and 80 °.
    The injection jets 9 are at a distance a from the ignition location 8b, which is between 0 and 2.5 mm. This ensures safe ignition of the fuel-air mixture.
    / 27
    As can be seen from FIG. 1, walls or wall areas bordering the combustion chamber 6 have thermal insulation 12. In particular, there are thermal insulations 12 in the area of the piston surface 22 - i.e. in the area of the piston bowl 3 and in the area between the piston bowl 3 and the piston rim 21 -, in the area of the combustion chamber ceiling 5, and in the area of the cylinder 1 bordering the combustion chamber 6, but also in the Area of the top land 23 of the piston 2 and in a region of the cylinder 1 opposite the top land 23 are provided. The insulation 12 is not shown in FIG. 2.
    The embodiment variant shown in FIG. 2 differs from FIG. 1 in that here the piston recess 3 has a central elevation 32. Furthermore, the areas of the piston surface 22 facing the combustion chamber 6 between the piston recess 3 and the piston rim 21 are formed as squeezing surfaces 24, the inclination and shape of which essentially corresponds to the roof slope of the roof-shaped combustion chamber ceiling 5. The corresponding squeeze surfaces of the combustion chamber ceiling 5 on the cylinder head side are designated by reference numeral 25.
    Piston-side crushing surfaces 24 between the piston recess 3 and the piston rim 21 on the one hand and cylinder-head-side crushing surfaces 25 of the combustion chamber ceiling 5 on the other hand are also provided in the third embodiment variant of the invention shown in FIG. 3. The squeeze surfaces 24, 25 are flat and parallel to the cylinder head sealing plane ε. The combustion chamber ceiling 5 is roof-shaped within the squeeze surfaces 25 on the cylinder head side.
    FIG. 4 shows a further embodiment variant of the invention with regions of the piston surface 22 designed as squeeze surfaces 24 between the piston recess 3 and the piston rim 21, the squeeze surfaces 24 at least partially following the shape of the roof-shaped combustion chamber ceiling 5. The squeeze surfaces 24 and the corresponding squeeze surfaces 25 of the combustion chamber ceiling 5 on the cylinder head side are designed to be slightly curved in FIG. 4, the slope of the piston surface 22 or the combustion chamber ceiling 5 being less in the region of the piston edge 21 or cylinder edge than in a region closer to the cylinder axis 1a Area. Of course, thermal insulation can also be provided in the embodiments shown in FIGS. 2 to 4.
    According to the inventive method, the internal combustion engine is operated at least approximately adiabatically and with a stoichiometric air-fuel ratio λ = 1/27 and the fuel in the compression stroke very late near top dead center TDC of the combustion with a very high injection pressure of over 500 bar, in particular over 900 bar , for example 1000 bar, injected. The internal combustion engine can be operated using the Miller or Atkinson cycle with an early or late intake closure. The inlet channels of the internal combustion engine and the combustion chamber 6 are designed in such a way that a low tumble number is achieved.
    The fuel injection E can take place once or several times, as is shown schematically in FIGS. 6a to 6c. In FIGS. 6a to 6c, the injection events E are plotted against the crank angle for one working cycle each, the top dead centers being denoted by TDC and the bottom dead centers by BDC.
    6a shows a variant of the method according to the invention with a single fuel injection E during the compression stroke.
    6b shows a variant of the method according to the invention with two fuel injections E during the compression stroke.
    6c shows a variant of the method according to the invention with three fuel injections E, the first two fuel injections E taking place during the intake stroke and one fuel injection E during the compression stroke.
    权利要求:
    Claims (30)
    [1]
    1. Method for operating a gasoline internal combustion engine, which has at least one piston (2) which reciprocates in a cylinder (1) and borders a combustion chamber (6), with fuel per cylinder (1) in at least one operating range of the internal combustion engine Injected centrally into the combustion chamber (6) via at least one fuel injection device (7) and ignited centrally in the combustion chamber (6) via at least one ignition device (8), with the fuel having an injection pressure above 500 bar in the second half of the compression stroke before the upper one Dead center (TDC) of the combustion is injected into the combustion chamber (6) and the internal combustion engine is operated with an air / fuel ratio λ = 1, characterized in that in at least one operating range of the internal combustion engine the fuel is between 180 °, preferably 120 °, particularly preferably 90 °, and 0 ° crank angle (KW) before top dead center (TDC) of the combustion so injected into the combustion chamber (6) rd that at least two injection jets (9) of the fuel meet trough walls (3a) of a preferably circular piston trough (3) of the piston (2) which are essentially parallel to the cylinder axis (1a) and are approximately diametrically opposite the cylinder axis (1a) , wherein the blasting center axes of the two injection jets (9) - viewed in a sectional view including the cylinder axis (1a) - enclose an angle (γ) of over 60 °, preferably over 8 °, particularly preferably over 100 °, and that the heat of combustion in Combustion chamber (6) is retained by at least one thermal insulation (12) and / or coating, and the fuel injection is completed at the time of the spark ignition.
    1. Method for operating a gasoline internal combustion engine, which has at least one piston (2) which reciprocates in a cylinder (1) and borders a combustion chamber (6), with fuel per cylinder (1) in at least one operating range of the internal combustion engine Injected centrally into the combustion chamber (6) via at least one fuel injection device (7) and ignited centrally in the combustion chamber (6) via at least one ignition device (8), with the fuel having an injection pressure above 500 bar in the second half of the compression stroke before the upper one Dead center (TDC) of the combustion is injected into the combustion chamber (6) and the internal combustion engine is operated with an air / fuel ratio λ = 1, characterized in that in at least one operating range of the internal combustion engine the fuel is between 180 °, preferably 120 °, particularly preferably 90 °, and 0 ° crank angle (KW) before top dead center (TDC) of the combustion so injected into the combustion chamber (6) rd that at least two injection jets (9) of the fuel meet trough walls (3a) of a preferably circular piston trough (3) of the piston (2) which are essentially parallel to the cylinder axis (1a) and are approximately diametrically opposite the cylinder axis (1a) , wherein the blasting center axes of the two injection jets (9) - viewed in a sectional view including the cylinder axis (1a) - enclose an angle (γ) of over 60 °, preferably over 8 °, particularly preferably over 100 °, and that the heat of combustion in Combustion chamber (6) is retained by at least one thermal insulation (12) and / or coating.
    [2]
    2. The method according to claim 1, characterized in that the fuel is injected with an injection pressure above 900 bar, preferably above 1000 bar.
    2. The method according to claim 1, characterized in that the fuel is injected with an injection pressure above 900 bar, preferably above 1000 bar.
    [3]
    3. The method according to claim 1 or 2, characterized in that the fuel is injected simultaneously into the combustion chamber (6) via at least six injection jets (9).
    3. The method according to claim 1 or 2, characterized in that the fuel is injected simultaneously into the combustion chamber (6) via at least six injection jets (9).
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that on both sides of the ignition location (8b) of the ignition device (8) fuel is injected via an injection jet (9).
    4. The method according to any one of claims 1 to 3, characterized in that on both sides of the ignition location (8b) of the ignition device (8) fuel is injected via an injection jet (9).
    [5]
    5. The method according to claim 4, characterized in that the two injection jets (9) - viewed in plan - enclose an angle (δ) of approximately between 50 ° and 80 °.
    5. The method according to claim 4, characterized in that the two injection jets (9) - viewed in plan - enclose an angle (δ) of approximately between 50 ° and 80 °.
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that at least one injection jet (9) from the ignition point (8b) has a defined distance (a) which is between 0.5 and 2.5 mm.
    6. The method according to any one of claims 1 to 5, characterized in that at least one injection jet (9) from the ignition point (8b) has a defined distance (a) which is between 0.5 and 2.5 mm.
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that the fuel is injected at at least two times, at least one last injection being carried out immediately before the top dead center of the combustion.
    7. The method according to any one of claims 1 to 6, characterized in that the fuel is injected at at least two times, at least one last injection being carried out immediately before the top dead center of the combustion.
    [8]
    8. The method according to any one of claims 1 to 7, characterized in that at least two injections - preferably as a doublet - are carried out in the compression stroke.
    8. The method according to any one of claims 1 to 7, characterized in that at least two injections - preferably as a doublet - are carried out in the compression stroke.
    [9]
    9. The method according to any one of claims 1 to 8, characterized in that at least two injections are carried out in the intake stroke and at least one injection in the compression stroke.
    9. The method according to any one of claims 1 to 8, characterized in that at least two injections are carried out in the intake stroke and at least one injection in the compression stroke.
    [10]
    10. The method according to any one of claims 1 to 9, characterized in that with each injection the fuel is injected over a maximum of 50 ° KW, preferably 30 °, particularly preferably 20 ° crank angle (KW).
    10. The method according to any one of claims 1 to 9, characterized in that with each injection the fuel is injected over a maximum of 50 ° KW, preferably 30 °, particularly preferably 20 ° crank angle (KW).
    [11]
    11. The method according to any one of claims 1 to 10, characterized in that the internal combustion engine is operated according to the Miller or Atkinson cycle.
    11. The method according to any one of claims 1 to 10, characterized in that the internal combustion engine is operated according to the Miller or Atkinson cycle.
    [12]
    12. The method according to any one of claims 1 to 11, characterized in that the internal combustion engine is operated with a tumble number of at most 1.
    12. The method according to any one of claims 1 to 11, characterized in that the internal combustion engine is operated with a tumble number of at most 1.
    [13]
    13. The method according to any one of claims 1 to 12, characterized in that the internal combustion engine is operated with a compression ratio between 12 and 18.
    13. The method according to any one of claims 1 to 12, characterized in that the internal combustion engine is operated with a compression ratio between 12 and 18.
    13/27
    [14]
    14. The method according to any one of claims 1 to 13, characterized in that at least one point in time during at least one working cycle, water is added to the intake air or the fuel or is supplied to the combustion chamber (6).
    14. The method according to any one of claims 1 to 13, characterized in that at least one point in time during at least one working cycle, water is added to the intake air or the fuel or is supplied to the combustion chamber (6).
    14/27
    [15]
    15. Otto engine with at least one piston (2) reciprocating in a cylinder (1) and bordering a combustion chamber (6), with at least one fuel injection device (7) and at least one ignition device (8) per cylinder (2) , wherein the fuel injection device (7) and / or the ignition device (8) open centrally into the combustion chamber (8), and wherein the fuel injection device (7) is designed to fuel with an injection pressure above 500 bar, in the second half of a compression stroke before Inject top dead center (TDC) of the combustion into the combustion chamber (6) and operate the internal combustion engine with an air ratio λ = 1, for carrying out the method according to one of claims 1 to 14, characterized in that the fuel injection device (7) has at least two approximately has diametrically opposite injection openings, the central axes (10) thereof - in a side view of the fuel injection device (7) b Considered - include an angle (γ) of over 60 °, preferably over 80 °, particularly preferably over 100 °, the fuel injection device (7) being arranged and the piston (2) being designed such that when fuel is injected in a crank angle range (KW) between 180 °, preferably 120 °, particularly preferably 90 ° and 0 ° crank angle (KW) before top dead center (TDC) of the combustion, the injection jets (9) of the two injection openings are essentially diametrically oriented with respect to the cylinder axis the wall walls (31) opposite the cylinder axis (1a) meet a preferably circular piston bowl (3) of the piston (2), and that at least one wall or wall area bordering the combustion chamber (6) has thermal insulation (12).
    15/27
    15. Otto engine with at least one piston (2) reciprocating in a cylinder (1) and bordering a combustion chamber (6), with at least one fuel injection device (7) and at least one ignition device (8) per cylinder (2) , wherein the fuel injection device (7) and / or the ignition device (8) open centrally into the combustion chamber (8), and wherein the fuel injection device (7) is designed to fuel with an injection pressure above 500 bar, in the second half of a compression stroke before Inject top dead center (TDC) of the combustion into the combustion chamber (6) and operate the internal combustion engine with an air ratio λ = 1, for carrying out the method according to one of claims 1 to 14, characterized in that the fuel injection device (7) has at least two approximately has diametrically opposite injection openings, the central axes (10) thereof - in a side view of the fuel injection device (7) b Considered - include an angle (γ) of over 60 °, preferably over 80 °, particularly preferably over 100 °, the fuel injection device (7) being arranged and the piston (2) being designed such that when fuel is injected in a crank angle range (KW) between 180 °, preferably 120 °, particularly preferably 90 ° and 0 ° crank angle (KW) before top dead center (TDC) of the combustion, the injection jets (9) of the two injection openings are essentially diametrically oriented with respect to the cylinder axis the wall walls (31) opposite the cylinder axis (1a) meet a preferably circular piston bowl (3) of the piston (2), and that at least one wall or wall area bordering the combustion chamber (6) has thermal insulation (12).
    [16]
    16. Internal combustion engine according to claim 15, characterized in that the thermal insulation (12) is arranged in the region of the piston surface (22).
    16/27
    16. Internal combustion engine according to claim 15, characterized in that the thermal insulation (12) is arranged in the region of the piston surface (22).
    [17]
    17. Internal combustion engine according to claim 15 or 16, characterized in that the thermal insulation (12) is arranged in the region of a — preferably roof-shaped — combustion chamber cover surface (5) formed by a cylinder head (4).
    17/27
    17. Internal combustion engine according to claim 15 or 16, characterized in that the thermal insulation (12) is arranged in the region of a — preferably roof-shaped — combustion chamber cover surface (5) formed by a cylinder head (4).
    [18]
    18. Internal combustion engine according to one of claims 15 to 17, characterized in that the thermal insulation (12) - on the piston and / or cylinder side - is arranged in the region of the top land (23) of the piston (2).
    18/27!
    Fig. 3
    18. Internal combustion engine according to one of claims 15 to 17, characterized in that the thermal insulation (12) - on the piston and / or cylinder side - is arranged in the region of the top land (23) of the piston (2).
    [19]
    19. Internal combustion engine according to one of claims 15 to 18, characterized in that the piston (2) has a central elevation (32).
    19/27
    19. Internal combustion engine according to one of claims 15 to 18, characterized in that the piston (2) has a central elevation (32).
    [20]
    20. Internal combustion engine according to one of claims 15 to 19, characterized in that the fuel injection device (7) has a plurality of, preferably at least six, injection openings.
    20/27
    MM
    TDC BDC _ TDC BDC <o, ό> U,
    20. Internal combustion engine according to one of claims 15 to 19, characterized in that the fuel injection device (7) has a plurality of, preferably at least six, injection openings.
    [21]
    21. Internal combustion engine according to one of claims 15 to 20, characterized in that at least two injection openings of the fuel injection device (7) are arranged such that fuel can be injected via an injection jet (9) on each side of the ignition location (8b) of the ignition device (8) is.
    21/27
    Search report for A 50057/2018 Austrian Patent Office
    Classification of the subject of the application according to IPC:F02D 41/38 (2006.01); F02D 41/30 (2006.01); F02D 41/40 (2006.01); F02B 23/10 (2006.01); F02F3/10 (2006.01); F02F3 / 12 (2006.01); F02F3 / 14 (2006.01); F02M 45/08 (2006.01) Classification of the application according to CPC:F02D 41/3818 (2013.01); F02D 41/3029 (2013.01); F02D 41/3023 (2013.01); F02D 41/402(2013.01); F02B 23/101 (2013.01); F02F 3/10 (2013.01); F02F3 / 12 (2013.01); F02F3 / 14(2013.01); F02M 45/086 (2013.01) Researched test substance (classification):F02D, F02B, F02F, F02M; FICLA: F02B23 / 10 & H Consulted online database:EPODOC, WPI, XFULL This search report was prepared for claims 1-30 filed on January 23, 2018. Category*) Title of the publication:Country code, publication number, document type (applicant), publication date, text or figure if necessary Concerningclaim XYXXY JP 2008121429 A (NISSAN MOTOR) May 29, 2008 (May 29, 2008)Fig. 1-19 (especially reference numeral 4a); Paragraphs; [0122]; Translation of JP 2008121429 A [online], [as of August 27, 2018]. Found on: EPOQUE EPODOC Database.EP 1857654 Al (TOYOTA MOTOR CO LTD) November 21, 2007 (November 21, 2007)Fig. 1-21 (esp. Reference characters 22b, 22c); Paragraphs [0079] and [0130]JP 2013057267 A (MAZDA MOTOR) March 28, 2013 (March 28, 2013)Fig. 1 (esp. Reference numerals 62, 63, 64, 65); Paragraphs [0043], [0061] and [0062]; Translation of JP 2013057267 A[online], [determined on 08/27/2018]. Found on: EPOQUE EPODOC Database.WO 2008157823 Al (HOU DEYANG) December 24, 2008 (December 24, 2008)Expectations 1, 3 - 5,7, 8, 10,15, 16, 19- 22, 24,25, 2721, 7, 10,15, 16,20, 24, 2715-182 Date of completion of the research: ς t 1 1 examiner: 27.08.2018 belIe VOn THALHAMMER Christian *> Categories of the listed documents: A publication that defines the general state of the art.X Publication of special importance: the application P document that is of importance (categories X or Y), but afterobject cannot be published as new or published on the priority date of the registration solely due to this publication,inventive activity can be considered based. E Document of particular importance (Category X) from whichY Publication of importance: the subject of the application may not result in an "older right" (earlier filing date, howevernovelty would be considered as based on inventive step, if the republished, protection is possible in AustriaMake publication with one or more other publications),is associated with this category and this connection for & publication which is a member of the same patent family.is obvious to a specialist.
    21. Internal combustion engine according to one of claims 15 to 20, characterized in that at least two injection openings of the fuel injection device (7) are arranged such that fuel can be injected via an injection jet (9) on each side of the ignition location (8b) of the ignition device (8) is.
    [22]
    22. Internal combustion engine according to claim 21, characterized in that the central axes (10) of the injection openings of the two injection jets (9) - viewed in plan - enclose an angle (δ) of approximately between 50 ° and 80 °.
    22/27
    DVR 0078018
    21741ATv1p (new) P A T E N T A N S P R Ü C H E
    22. Internal combustion engine according to claim 21, characterized in that the central axes (10) of the injection openings of the two injection jets (9) - viewed in plan - enclose an angle (δ) of approximately between 50 ° and 80 °.
    [23]
    23. Internal combustion engine according to one of claims 15 to 22, characterized in that the fuel injection device (7) and the ignition device (8) are arranged such that at least one injection jet (10) from the ignition location (8b) of the ignition device a defined distance (a, b), which is between 0 and 2.5 mm.
    23/27 (LAST CLAIMS)
    01/23/2018
    FU
    23. Internal combustion engine according to one of claims 15 to 22, characterized in that the fuel injection device (7) and the ignition device (8) are arranged such that at least one injection jet (10) from the ignition location (8b) of the ignition device a defined distance (a, b), which is between 0 and 2.5 mm.
    [24]
    24. Internal combustion engine according to one of claims 15 to 23, characterized in that an electronic control unit for the fuel injection device (7) is conditioned in such a way that the fuel can be injected at at least two times in a working cycle, with at least one last injection immediately before top dead center ( TDC) of the combustion takes place.
    24/27 [LAST CLAIMS]
    24. Internal combustion engine according to one of claims 15 to 23, characterized in that an electronic control unit for the fuel injection device (7) is conditioned in such a way that the fuel can be injected at at least two times in a working cycle, with at least one last injection immediately before top dead center ( TDC) of the combustion takes place.
    [25]
    25. Internal combustion engine according to one of claims 15 to 24, characterized in that an electronic control unit for the fuel injection device (7) is conditioned so that at least two injections can be carried out in succession in the compression stroke.
    25/27 [LAST CLAIMS]
    25. Internal combustion engine according to one of claims 15 to 24, characterized in that an electronic control unit for the fuel injection device (7) is conditioned so that at least two injections can be carried out in succession in the compression stroke.
    [26]
    26. Internal combustion engine according to one of claims 15 to 25, characterized in that an electronic control unit for the fuel injection device (TDC) is conditioned so that at least two injections in the intake stroke and at least one injection in the compression stroke can be carried out.
    26/27 [LAST CLAIMS]
    26. Internal combustion engine according to one of claims 15 to 25, characterized in that an electronic control unit for the fuel injection device (TDC) is conditioned so that at least two injections in the intake stroke and at least one injection in the compression stroke can be carried out.
    [27]
    27. Internal combustion engine according to one of claims 15 to 26, characterized in that an electronic control unit for the fuel injection device (7) is conditioned in such a way that with each injection the fuel has a maximum duration of 50 °, preferably 30 °, particularly preferably 20 ° Crank angle (KW) is injectable.
    27. Internal combustion engine according to one of claims 15 to 26, characterized in that an electronic control unit for the fuel injection device (7) is conditioned in such a way that with each injection the fuel has a maximum duration of 50 °, preferably 30 °, particularly preferably 20 ° Crank angle (KW) is injectable.
    [28]
    28. Internal combustion engine according to one of claims 15 to 27, characterized in that the combustion chamber (6) and the inlet channels are designed such that a tumble number in the combustion chamber is at most 1.
    28. Internal combustion engine according to one of claims 15 to 27, characterized in that the combustion chamber (6) and the inlet channels are designed such that a tumble number in the combustion chamber is at most 1.
    [29]
    29. Internal combustion engine according to one of claims 15 to 28, characterized in that water can be admixed to the intake air or the fuel or fed to the combustion chamber (6) via a water supply device.
    29. Internal combustion engine according to one of claims 15 to 28, characterized in that water can be admixed to the intake air or the fuel or fed to the combustion chamber (6) via a water supply device.
    30. Internal combustion engine according to one of claims 15 to 29, characterized in that at least one ignition device (8) is designed as a prechamber spark plug.
    [30]
    30. Internal combustion engine according to one of claims 15 to 29, characterized in that at least one ignition device (8) is designed as a prechamber spark plug.
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP1857654A1|2005-02-24|2007-11-21|Toyota Jidosha Kabushiki Kaisha|Inernal combustion engine|
    JP2008121429A|2006-11-08|2008-05-29|Nissan Motor Co Ltd|Cylinder direct injection type internal combustion engine|
    WO2008157823A1|2007-06-21|2008-12-24|Deyang Hou|Premix combustion methods, devices and engines using the same|
    EP2239446A1|2009-03-31|2010-10-13|Mazda Motor Corporation|Injection strategy for operating a direct-injection controlled auto-ignition in a combustion engine|
    DE102012002315A1|2011-02-24|2012-08-30|Mazda Motor Corp.|Ignited gasoline engine, method for its control, control device and computer program product|
    JP2013057267A|2011-09-07|2013-03-28|Mazda Motor Corp|Spark ignition type direct jet engine|
    WO2017087734A1|2015-11-20|2017-05-26|Federal-Mogul Corporation|Thermally insulated engine components and method of making using a ceramic coating|
    DE102017113523A1|2016-07-04|2017-08-03|FEV Europe GmbH|Internal combustion engine|DE102019214703A1|2019-09-25|2021-03-25|Volkswagen Aktiengesellschaft|Hybrid vehicle with internal combustion engine with pre-chamber ignition device|EP0938625B1|1996-10-25|2003-10-29|Clyde C. Bryant|Improved internal combustion engine and working cycle|
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    AT3135U1|1998-06-18|1999-10-25|Avl List Gmbh|METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE OPERATING WITH ANY ALTERNATIVE, OR ALSO AUTO, IGNITION|
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    CA2354749C|2000-08-10|2006-09-12|Honda Giken Kogyo Kabushiki Kaisha|Control system and method and engine control unit for internal combustion engine|
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    DE102005056521A1|2005-11-28|2007-05-31|Robert Bosch Gmbh|Internal combustion engine operating method for vehicle, involves temporizing preset time span between end of injection and beginning of ignition, until electrode is immersed into mixture region, and carrying out ignition out within region|
    JP5332645B2|2008-03-03|2013-11-06|日産自動車株式会社|In-cylinder direct injection internal combustion engine|
    US20130081592A1|2011-09-30|2013-04-04|Chris De Boer|Combustion control for internal combustion engines through fuel temperature and pressure|
    US20150122217A1|2013-11-07|2015-05-07|Transonic Combustion, Inc.|Internal combustion engine and method of direct fuel injection|
    JP6350426B2|2015-07-22|2018-07-04|マツダ株式会社|Control device for premixed compression ignition engine|JP2021021339A|2019-07-24|2021-02-18|マツダ株式会社|Fuel injection control device for engine|
    JP2021021337A|2019-07-24|2021-02-18|マツダ株式会社|Fuel injection control device for engine|
    JP2021021340A|2019-07-24|2021-02-18|マツダ株式会社|Fuel injection control device for engine|
    CN112963238B|2021-02-26|2022-02-15|华中科技大学|Adiabatic internal combustion engine combustion system based on adiabatic combustion chamber and Miller cycle|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    AT500572018A|AT520847B1|2018-01-23|2018-01-23|METHOD FOR OPERATING AN OTTO INTERNAL COMBUSTION ENGINE|AT500572018A| AT520847B1|2018-01-23|2018-01-23|METHOD FOR OPERATING AN OTTO INTERNAL COMBUSTION ENGINE|
    PCT/AT2019/060024| WO2019144169A1|2018-01-23|2019-01-23|Method for operating a spark-ignition internal combustion engine|
    US16/963,967| US20210040913A1|2018-01-23|2019-01-23|Method for operating a spark-ignition internal combustion engine|
    CN201980009919.8A| CN111684151A|2018-01-23|2019-01-23|Method for operating a spark-ignition internal combustion engine|
    DE112019000480.8T| DE112019000480A5|2018-01-23|2019-01-23|Method for operating an internal combustion engine|
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