PRE-CLAMP CHAMBER

专利摘要:
The valve ignition pre-chamber (1) is provided for an internal combustion engine (2) having a combustion chamber (5) in which a main charge (30) is fired, more or less diluted with a neutral gas. said prechamber (1) comprising a lamination cavity (6) into which ignition means (11) and wherein a lamination injector (8) is capable of injecting under pressure a highly flammable pilot charge (9), a flapper lamination device (13) capable of sealing all or part of the lamination duct (7) in particular under the effect of the pressure of the gases in the combustion chamber (11).
公开号:FR3061743A1
申请号:FR1750264
申请日:2017-01-12
公开日:2018-07-13
发明作者:Vianney Rabhi
申请人:Vianney Rabhi；
IPC主号:

专利说明:

Holder (s):
RABHI VIANNEY.
O Extension request (s):
® Agent (s): COLBERT INNOVATION.
® IGNITION PRECHAMBER WITH VALVE.
@) The valve ignition prechamber (1) is intended for an internal combustion engine (2) which has a combustion chamber (5) in which is ignited a main charge (30) more or less diluted with a neutral gas, said prechamber (1) comprising a stratification cavity (6) into which open ignition means (11) and into which a stratification injector (8) can inject under pressure a pilot charge (9) which is easily flammable, a stratification valve (13) capable of closing off all or part of the stratification duct (7) in particular under the effect of the gas pressure prevailing in the combustion chamber (11).

IGNITION PRECHAMBER WITH VALVE
The subject of the present invention is a valve ignition prechamber which makes it possible to ignite a main charge introduced into the combustion chamber of an internal combustion engine by means of a pilot charge ignited by a spark, said prechamber being designed to optimize the efficiency of said pilot charge in lighting said main charge.
The maximum and average efficiency of alternative internal combustion internal combustion engines according to the state of the art is relatively low. In automobiles, the maximum efficiency is around thirty-five percent for Otto cycle spark ignition engines, and around forty percent for Diesel cycle engines. As regards the average efficiency in current use of automobile engines, it is most often less than twenty percent for spark-ignition engines, and twenty five percent for diesel engines.
In said engines, the fraction of the energy released by the combustion of fuel and which is not transformed into useful work is mainly dissipated in the form of heat in the cooling system and at the exhaust of said engines.
In addition to poor performance, alternative internal combustion engines used in cars produce polluting gases and particles harmful to the environment and human health.
Despite these not very advantageous characteristics, due to the lack of other solutions offering a better energy, environmental, functional and economic compromise, internal combustion engines with Otto or Diesel cycles equip almost all of the motor vehicles circulating in the world. .
This situation explains the significant research and development efforts made by engine manufacturers to improve by all means the energy and environmental balance of internal combustion thermal engines. The said efforts are aimed in particular at perfecting the technologies which constitute the said engines, and at adding to the latter new functionalities which allow the implementation of new strategies.
Among these strategies is the dilution of the air and fuel load of alternative internal combustion engines either with neutral gas or with fresh oxygen-rich air.
It is to said dilution that the present invention is addressed, which is particularly intended for reciprocating internal combustion internal combustion engines with spark ignition which most often consume either petrol or natural gas.
Diluting the charge of spark ignition engines with fresh air or with previously cooled exhaust gases increases the average and / or maximum thermodynamic efficiency of said engines. This results in reduced fuel consumption for the same work produced.
When spark ignition engines operate at partial torque, introducing a diluted charge into their cylinder (s) produces less pumping losses than introducing an undiluted charge. The reduction in said losses comes from the fact that the diluted charge is larger with the same energy content. Thus, to introduce the same amount of energy into said cylinder (s), the valve intake intake of said engines usually carried out by means of a butterfly valve is less pronounced, and the pressure of the gases which are present at said intake is higher.
In addition, with the same energy introduced into the cylinder or cylinders of spark-ignition engines, diluting the load increases the mass and the total heat capacity of the latter. Thus, all other things being equal, the combustion of said charge takes place at a lower temperature. In addition to reducing the quantity of nitrogen oxides produced by combustion, said low temperature reduces the heat losses to the walls of the cylinder (s) which result from the transfer by said charge of part of its heat to said walls.
Finally, particularly if the charge is diluted with a neutral gas poor in oxygen or even devoid of oxygen, said charge is less sensitive to uncontrolled self-ignition of the air-fuel mixture. Said auto-ignition is responsible for knocking, an undesirable phenomenon characterized by explosive combustion which deteriorates the performance of spark ignition engines and which damages the mechanical components which constitute them. The knock desensitization provided by the dilution of the charge allows said motors to either operate at a higher compression ratio, or to operate with an ignition that is triggered at the time most conducive to performance, or both.
In this particular context of diluted air and fuel charges, a distinction is made between spark-ignition engines operating at stoichiometry and said engines operating in excess of air, also known as “lean mixture”.
Only the engines operating at stoichiometry are compatible with a three-way catalyst, a device known in itself which post-treats the pollutants resulting from combustion. Said catalyst is responsible for burning the hydrocarbons which have not been burned in the combustion chamber of the heat engine. The products of this combustion are water vapor and carbon dioxide already present in the atmosphere. Said three-way catalyst also finalizes the oxidation of the notoriously polluting carbon monoxide to transform it also into carbon dioxide, and reduces the nitrogen oxides to transform them into atmospheric dinitrogen which constitutes approximately seventy-eight percent of the Earth's atmosphere , and which is inherently non-polluting.
The reduction of nitrogen oxides by three-way catalysis requires that the charge introduced into the engine be stoichiometric, that is to say that it contains the right quantity of oxygen necessary for the combustion of the hydrocarbons contained in said charge.
Excess oxygen makes it impossible to reduce nitrogen oxides by the three-way catalyst. It is therefore not possible to post-treat the nitrogen oxides contained in the exhaust gases from engines operating in excess of air using a three-way catalyst.
This explains why - in response to ever more stringent environmental regulations - engines operating in excess of air now receive a device specially designed to reduce nitrogen oxides such as a nitrogen oxide trap or a catalytic reduction device of nitrogen oxides with urea. Said apparatus is generally placed at the outlet of a two-way oxidation catalyst which will have previously burned unburnt hydrocarbons and which will have completed the oxidation of carbon monoxide, and more and more often, of a particle filter.
Since Diesel engines naturally operate in excess of air, since the entry into force of the Euro VI standard in Europe, almost all European Diesel cars are equipped with a device which post-processes nitrogen oxides to transform them in dinitrogen.
The problem with these devices is that they are expensive, complex, and that their size and maintenance constraints are high to the point that said devices are almost used only on diesel engines which can in practice only operate in excess of 'air.
In the case of spark ignition engines, engine manufacturers make every effort to make them work at stoichiometry so that they remain compatible with a three-way catalyst which is, moreover, simple and inexpensive.
To benefit from the reduction in fuel consumption induced by the dilution of the charge of spark-ignition engines without having to suffer the disadvantages, in particular economic, of a nitrogen oxide trap or a device for selective catalytic reduction of oxides from nitrogen to urea, it is therefore necessary to dilute said charge of said engines not with oxygen-rich air, but with a neutral gas devoid of oxygen.
The latter gas is usually supplied by recycling the exhaust gases from the engine itself, said gases no longer containing oxygen and being available and abundant. This strategy is known under the name of "exhaust gas recirculation" and more precisely under the English acronym "EGR" valid for "Exhaust Gas Recirculation".
Said gases leaving at high temperature at the exhaust of the positive-ignition engine, to prevent them from overheating the charge introduced into said engine, it is necessary to reduce the temperature before mixing them with the fresh gases. This strategy is known by the Anglo-Saxon name of "Cooled EGR", which specifies that the recirculated exhaust gases are cooled before they are mixed with the fresh gases admitted by said engine. French-speaking engine manufacturers finally use the term "franglais" of "cooled EGR", which is easily understood and easy to use.
EGR gas pre-cooling is required for at least two reasons.
Firstly, the temperature of the gas-EGR / gas-fresh mixture admitted by the positive-ignition engine must remain low so that the volumetric efficiency of said engine remains high when it operates at full torque. Indeed, for a given intake pressure, the mass of said mixture introduced into the cylinder or cylinders of said engine is all the more important as said mixture is cold. Pre-cooling the EGR gases is made even more essential if said engine is supercharged by a turbocharger or by any other means.
Secondly, the hotter the gas-EGR / gas-fresh mixture, the more it promotes the appearance of rattling which is unfavorable to the performance of said engine.
The problem is that the charge diluted with cooled EGR is poor in oxygen. This is paradoxical since it is also the aim sought in particular so that the charge remains stoichiometric and resistant to knocking. The result of this oxygen depletion is an initiation of combustion which is more difficult to obtain and a development of combustion slower than when said charge is not diluted with cooled EGR.
In a spark-ignition engine, combustion is initiated by creating a high-temperature electric arc between two electrodes spaced a few tenths of a millimeter apart.
When the air-fuel charge is highly diluted with cooled EGR, the electric arc passes through a mixture that is generally poor in oxygen and fuel. The risk of a misfire increases if by chance, the space of a few tenths of a millimeter which separates the cathode from the anode of the spark plug does not contain a sufficiently burnable gas / EGR / gas-fresh mixture because in fact, heterogeneities are inevitably created in the three-dimensional space of the combustion chamber, with pockets richer in oxygen and / or fuel than others.
If combustion starts as desired, the fuel energy in the charge begins to release as heat and the flame begins to develop. For this, by successive approaches, said flame communicates its heat to the surrounding gas-EGR / gas-fresh mixture, burnable layer after burnable layer. Each layer is brought to its ignition temperature by the previous layer, burns, and releases heat which it communicates to the next layer and so on. According to the principle of chain reaction, the flame propagates in the three-dimensional space of the combustion chamber of the positive-ignition engine.
The main problem with cooled EGR is that it makes initialization of combustion difficult, then considerably slows the development of the latter both because of the overall reduction in its temperature, and because of the heterogeneities of richness in oxidizer and / or fuel found in the volume of the combustion chamber and therefore on the path of the flame.
It has been found experimentally that the more the content of the charge in cooled EGR increases, the more the engine becomes unstable. After a certain said content, misfires occur and the yield - which hitherto tended to increase with the EGR content of the charge - decreases. Above a certain EGR content, the positive-ignition engine stops, the combustion no longer being able to initialize.
It is also noted that the content of the exhaust gases in unburnt hydrocarbons and in carbon monoxide increases in parallel with the content of cooled EGR in the charge. This stems both from pockets of mixture too poor to burn properly encountered by the flame on its path, and from the thickening of the flame jamming boundary layer near the cold internal walls of the combustion chamber of the engine.
Still experimentally, we also note that the greater the ignition power, the more it is possible to increase the EGR content of the charge without modifying the stability of the engine too much.
As such, many research laboratories - such as the "South West Research Institute" in the United States - have developed increasingly powerful electric ignition devices so as to push back the accessible limits of content of cooled EGR content of load. The purpose of this strategy is of course to improve the efficiency of the spark-ignition engine.
The problem of overbidding the power of electric ignitions is that their efficiency decreases rapidly with their power. It therefore always takes more electrical power to obtain less and less additional ignition power.
In addition, high electrical power is only of interest if the electrodes of the spark plug are moved away from each other to give the spark more chance of passing through a burnable pocket, or when the 'the duration of the spark is increased, or the spark is repeated. This leads to ever higher voltages and electrical powers which complicate the production of electrical insulators for the spark plug while drastically reducing the life of the latter.
The difficulty in igniting the load also comes from the fact that the cooled EGR is all the more advantageous on supercharged spark-ignition engines which we seek by all means to reduce the sensitivity to knocking. However, the higher the boost pressure, the higher the density of the gas-EGR / gas-fresh mixture between the spark plug electrodes when the spark is triggered, and the more voltage it takes to cause said spark. From this point of view, the cooled EGR is not going in the right direction since, with the same energy introduced into the cylinder of the engine, the mass of gas which is between the electrodes increases as does the resistance of said gas to inflammation.
It is noted that patent No. FR 2 986 564 belonging to the applicant constitutes a robust response to these problems. The high-pressure spark and stratification ignition device for an internal combustion engine referred to in said patent proposes to inject under high pressure, at the center of the spark plug and shortly before the triggering of the spark, an approximately stoichiometric pilot charge, highly burnable because not diluted with cooled EGR, and potentially slightly rich in fuel.
Once injected by said device, said pilot charge bathing the electrodes of the spark plug, as soon as an electric arc forms between said electrodes, said charge ignites immediately and releases the energy that it contains. Thus, said charge itself constitutes the means of ignition per se, the power of which is several hundreds to several thousand times greater than that of the electric arc which made it possible to ignite it. It is practically impossible to obtain such ignition power with electrical means alone.
Experience has shown, moreover, that cooled EGR rates on the order of fifty percent are possible with such a device, compared to only on the order of thirty percent with the single most powerful electrical ignition devices which are.
Note that the approach adopted in patent N ° FR 2 986 564 is found in related forms in patent N ° US 4 319 552 by the inventors Fred N. Sauer and J. Brian Barry, or in patent N ° DE 41 40 962 A1 belonging to the company "Bosch".
In any event, patent No. US6564770 of the company “Orbital” does not fall into this category because, according to this patent, it is a question of ensuring at relatively low pressure the constitution of a main charge as homogeneous as possible , and not to form a pilot charge for the purpose of igniting a main charge highly diluted with EGR.
The problem of the device described by patent No. FR 2 986 564 and in the related patents as they have just been listed does not lie in the initialization of combustion which is very efficient, but in the development of said combustion . In particular, when the burnt fraction of the fuel contained in the main charge reaches approximately fifty percent, the combustion hardly progresses so that the total time required to burn the entire main charge is greater than the time required to burn l '' of a main charge not diluted with cooled EGR.
As a result, part of the potential energy gain from the cooled EGR is lost due to combustion that develops too slowly.
However, the maximum benefit of cooled EGR would be found if it was possible to operate a spark-ignition engine simultaneously with a main charge whose content of cooled EGR is of the order of fifty percent on the one hand , and with a stability and a total duration of combustion comparable to those found on the same said engine when the latter burns an undiluted charge on the other hand.
The solution could come from the use of a prechamber into which the pilot charge would be introduced, said prechamber being able to house the spark plug electrodes and even, being an integral part of said spark plug as proposed in patent No. US 4,319,552.
The first advantage of such a prechamber is that it potentially keeps the pilot charge as close as possible to the spark plug electrodes, which can limit the dispersion of said charge in the main combustion chamber of the spark-ignition engine before switching on. said charge fire.
The second advantage of said prechamber is that once ignited, the pilot charge pressurizes said prechamber which sends torches of hot gas at high speed into the main combustion chamber of the spark-ignition engine via orifices that said prechamber.
This ignition of the main charge by means of torches is very effective because instead of starting from the center of the combustion chamber as is the case with an ordinary spark plug, the flame is initialized in multiple places of the combustion chamber, and develops radially from the periphery of the chamber towards the center of the chamber, and tangentially between each torch.
The fuel energy is released in a very short time, which is favorable to the thermodynamic efficiency of the spark-ignition engine because not only is the trigger more productive in work, but the less sensitivity to knocking which results from a such rapid combustion makes it possible to operate said engine with a significantly higher volumetric ratio.
In any event, patent No. US 4,319,552 or the solution proposed in patent FR 2 986 564 belonging to the applicant or in the related patents mentioned above cannot be compared to the multitude of patents which inject fuel alone into a prechamber or not, and not a mixture consisting of air and fuel.
Among these patents, mention will be made, for example, of those known under No. GB2 311 327 A from “Fluid Research Limited”, No. US 4,864,989 from “Tice Technology Corp”, No. US 4,124,000 from “General Motors”, No. US Pat. No. 4,239,023 from "Ford Motor Company", US Pat. No. 4,892,070 from inventor Dieter Kuhnert, US Pat. No. 2001/0050069 A1 from inventors Radu Oprea and Edward Rakosi, or the patent US Pat. No. 2012/0103302 A1 from the inventor William Attard on the principle of which is based the ignition system "Turbulent Jet Ignition" developed by the German company "Mahle" for Formula 1 engines.
There is indeed a fundamental difference between the solutions set out in these latter patents which are intended for spark-ignition engines known as “lean mixture” and which have the objective only of enriching the fuel load around the point of ignition on the grounds that the charge as a whole is poor in fuel but rich in oxygen, and the solutions set out in patent FR 2 986 564 and related patents which are mainly intended for positive ignition engines operating with a highly charged diluted with cooled EGR and which aim to constitute a mixture rich in fuel AND oxygen around the ignition point, on the grounds that the charge as a whole is poor in fuel AND oxygen.
At this stage, we have seen that injecting a highly burnable pilot charge consisting of air and fuel to wrap the spark plug electrodes with said charge as proposed in patent No. FR 2 986 564 makes it possible to efficiently ignite a charge. principal strongly diluted with EGR.
It has also been seen that once said main charge is ignited, combustion develops rapidly until about fifty percent of the total amount of fuel contained in said charge has been burned. Beyond the said fifty percent, combustion develops more slowly, which means that from a certain EGR content of the main charge, the thermodynamic efficiency of the spark-ignition engine decreases instead of increasing as expected. .
It has been assumed that if - as proposed in US Pat. No. 4,319,552 - the pilot charge is injected into a prechamber in which the spark plug electrodes are housed, this latter problem of combustion development beyond fifty percent would be resolved in whole or in part.
Indeed, said prechamber would eject through its orifices torches of hot gas animated by a high speed which would both initiate combustion over a great radial length around the point of ignition, but also, crease the flame front which would favor the development of the flame perpendicular to the said torches.
However, this latter solution may prove unsatisfactory for a large number of reasons, some of which have led to abandoning ignition devices based on a prechamber, particularly in the context of spark-ignition engines.
Indeed, to be effective, the prechamber must have a protruding dome which penetrates sufficiently into the combustion chamber of the engine so that the holes exposed by said dome and through which the hot gases are ejected to form torches are positioned sufficiently at the inside said chamber so that said torches do not lick the cold internal walls of said motor.
However, as soon as combustion is initialized in the prechamber, the gases contained in the latter rise rapidly in pressure and are ejected at high speed through said holes. In doing so, said gases heat said dome.
Once the combustion of the main charge has started, the pressure in the engine combustion chamber quickly becomes higher than that in the prechamber so that hot gases pass in reverse through the dome holes, further heating the latter .
During the expansion of the gases by the piston of the positive-ignition engine, the pressure prevailing in said prechamber becomes higher than that prevailing in the combustion chamber of the engine. Consequently, the hot gases contained in the prechamber pass a third time through said holes, further overheating said dome.
However, from a certain temperature, the protruding dome behaves like a "hot ball" like the ignition system of the internal combustion engine invented by Stuart Herbert-Akroyd and described in patent CHD4226 of December 4 1891. Such a hot spot then potentially leads to inadvertent ignitions of the main charge not controlled by spark. The clicking that can follow is likely to damage or even destroy the spark ignition engine.
One solution may be to intensively cool said dome to prevent it from forming a hot spot. However, the export of heat which results therefrom is carried out to the detriment on the one hand, of the efficiency of hot gas torches whose temperature and velocity are reduced during their passage through the holes arranged in said dome, and on the other hand, the thermodynamic efficiency of the positive-ignition engine.
It is therefore imperative that the prechamber cannot behave like a “hot ball” ignition device as mentioned above or at least, that the initialization of the combustion of the main charge is properly triggered at the chosen time, and not suffered at an uncontrolled time.
This involves cooling the hot parts of said prechamber likely to trigger self-ignition, but this must be done without greatly reducing the efficiency of said prechamber to diffuse torches of hot gases in the three-dimensional space of the combustion chamber of the motor which contains the main load.
In addition, it should be noted that the creation of an air-fuel pilot charge carried at high pressure is not energy-free. It is necessary to compress air beforehand, which requires a compressor driven by the spark ignition engine itself, then inject fuel into said air. Another strategy may consist in directly compressing an air-fuel mixture formed beforehand.
Thus, because of its non-negligible energy cost, with the same ignition efficiency, the smaller the mass and pressure of the pilot charge compared to that of the main charge, the better the final energy balance of the ignition engine. ordered when operating under high EGR rate. It is therefore necessary by all means to give the pilot charge a specific efficiency in lighting the main charge as large as possible, relative to the mass and the pressure of said pilot charge.
In other words, with the same ignition efficiency, the pilot charge must contain the smallest amount of air-fuel mixture possible, previously put under the lowest possible pressure.
As such, care must be taken as far as possible to prevent the pilot charge from dispersing in the main charge before it is ignited, since such dispersion reduces the specific efficiency of the pilot charge in igniting the main charge and can only be compensated for 'by increasing the mass of said pilot charge, which is to the detriment of the energy efficiency of the positive-ignition engine.
The dispersion results in particular from the time which the injector which introduces the pilot charge into the prechamber needs to carry out the injection of said pilot charge under a pressure necessarily greater than that of the main charge.
It will also be noted that the injection pressure of the pilot charge remains approximately constant, however that the pressure of the main charge increases under the effect of its compression following the ascent of the piston of the spark-ignition engine towards its Top Dead Center. . The start of injection of the pilot charge therefore takes place under a higher differential pressure than the end of said injection. It follows from this that the speed of ejection of the gases constituting the pilot charge by the injector is greater at the start of injection than at the end of injection.
Before the pilot charge is injected, the pressure in the prechamber is lower than that prevailing in the engine compression chamber. Part of the main charge therefore enters said prechamber first as said charge is compressed.
Then, the injector injects the pilot charge into the prechamber, which mixes with the fraction of the main charge which has a high EGR content and which has been previously introduced into said prechamber.
The mass of excess gas due to said fraction is then expelled from the prechamber with part of the pilot charge, which is mixed with gases with a high EGR content in and out of the prechamber.
The flammability of the mixture thus formed of air, fuel and EGR is therefore necessarily heterogeneous in the volume of the prechamber and outside the prechamber. The efficiency of the pilot charge to ignite as quickly as possible is reduced, as is the effectiveness of hot gas torches to ignite the main charge.
This drop in efficiency can only be compensated by an increase in the air and fuel mass of the pilot charge, to the detriment of the overall energy efficiency of the spark-ignition engine.
Ideally, it should therefore be avoided by all means to disperse the pilot charge in the main charge before the ignition of said pilot charge.
This does not in any way call into question the fact that it would be very advantageous to improve the device described by patent No. FR 2 986 564. Indeed, said device has proved effective in initiating combustion at very high rates of 'EGR cooled and to develop said combustion until a fraction of about fifty percent of the fuel in the main charge is burned.
The objective would be to give said device the capacity to very quickly develop said combustion until a fraction of at least ninety or one hundred percent of said fuel is burned.
As previously mentioned, this could be achieved by means of a prechamber as suggested by patent No. US 4,319,552, but on the sole condition of circumventing the notorious or even unacceptable defects of such a so-called prechamber. To do this, it is necessary to significantly improve the efficiency of said prechamber, which implies in particular to avoid it behaving like a "hot ball", to prevent the pilot charge from being dispersed in the main chamber, and to limit the amount of energy required to compress said pilot charge with the same ignition efficiency.
All of these objectives are addressed by the valve ignition prechamber according to the invention which - according to a particular embodiment - allows:
• To greatly reduce the thermal load to which the protruding dome exposed by the prechamber is subjected, this by dividing approximately by three the number of passage of the burning gases through the holes which the said dome presents and by which the said gases are ejected, and this in order to avoid that said dome is brought to too high a temperature and does not constitute a hot spot capable of causing untimely self-ignition of the main charge;
• To minimize the mass and the pressure of the pilot charge necessary not only for the initialization of the combustion of main charges highly diluted with EGR, but also for the rapid development of said combustion until all of said charges main are burned;
• In the service of this last objective, to avoid the dispersion of the pilot charge in the main charge during the injection of said pilot charge into the prechamber.
To achieve these objectives, the valve ignition prechamber according to the invention provides:
• Keep the prechamber closed when the pressure therein is lower than that prevailing in the combustion chamber, this in order to avoid untimely back-and-forth movements of the hot gases through the holes in the protruding dome and through which the said prechamber communicates with said chamber;
• Keep the prechamber closed for most of the injection time of the pilot charge so that said injection takes place in an enclosed space in which the gases of said pilot charge cannot mix with the gases of the charge main;
• Lower the mass and the injection pressure of the pilot charge while maintaining a high pressure and ejection speed of the hot gases through the holes in the protruding dome.
The valve ignition prechamber is expected to be inexpensive to mass produce to remain compatible with the economic constraints of most of the applications for which it is intended, including automobiles.
It is understood that the valve ignition prechamber according to the invention can be applied to any spark-ignition internal combustion engine, rotary or linear, of whatever type, whatever the gaseous, liquid or solid fuel. that it consumes, and that its main charge is diluted with EGR cooled or not, with a neutral gas of any kind whatsoever, or with a gas rich in oxygen or in any other oxidizer.
It is also understood that the pilot charge received by the valve ignition prechamber according to the invention may contain a fuel and / or an oxidizer other than the fuel and / or oxidizer which constitutes the main charge of the positive-ignition engine.
The other features of the present invention have been described in the description and in the secondary claims dependent directly or indirectly on the main claim.
The valve ignition prechamber according to the present invention is intended for an internal combustion engine which comprises a cylinder head which covers a cylinder to form a combustion chamber in which a main charge can be burned, said prechamber comprising:
• At least one stratification cavity which on the one hand is fitted in the cylinder head and is connected to the combustion chamber by a stratification duct and which on the other hand receives a stratification injector which can directly or indirectly inject into said cavity a pilot charge previously pressurized by compression means, said charge consisting of an oxidizer-fuel mixture AF easily inflammable by means of a spark;
• Ignition means which open into the stratification cavity and which can ignite the pilot charge;
• A stratification valve which can close off all or part of the stratification duct and which exposes, on the one hand, a face on the cavity side subjected to the pressure of the gases prevailing in the stratification cavity and, on the other hand, a face on the chamber side subjected to the pressure of the gases prevailing in the combustion chamber, said stratification valve being able to translate with respect to said duct under the effect of the gas pressure either towards the stratification cavity when said pressure prevailing in the latter is less than the pressure prevailing in the combustion chamber, either in the direction of said chamber when the pressure prevailing in the latter is lower than the pressure prevailing in the stratification cavity;
• At least one valve stop on the cavity side which determines the position of the stratification valve closest to the stratification cavity;
• At least one valve stop on the chamber side which determines the position of the stratification valve closest to the combustion chamber.
The valve ignition prechamber according to the present invention comprises a stratification valve which closes all or part of the stratification duct when it is closest to the stratification cavity while it opens said duct over a wider section when positioned closest to the combustion chamber.
The valve ignition prechamber according to the present invention comprises a valve side abutment stop which consists of a valve closure seat arranged in the laminating duct or at any one of the ends of said duct, said cooperating seat with a valve side cavity side that has the stratification valve at its periphery and / or at its end.
The valve ignition prechamber according to the present invention comprises a valve closure seat and a valve seat on the cavity side which constitute a seal when they are in contact with each other, said seal preventing any gas from passing at said contact when the pressure in the combustion chamber is greater than the pressure in the stratification cavity.
The valve ignition prechamber according to the present invention comprises a valve stop on the chamber side which consists of a valve opening seat arranged in the stratification duct or at any one of the ends of said duct, said cooperating seat with a chamber side valve seat presented by the stratification valve at its periphery and / or at its end.
The valve ignition prechamber according to the present invention comprises a valve opening seat and a valve side seat of the chamber which constitute a seal when they are in contact with each other so as to prevent any gas from passing at the level of said contact.
The valve ignition prechamber according to the present invention comprises a stratification valve which has at its periphery guide means which hold said valve approximately centered in the stratification duct, and approximately in the same longitudinal orientation as said duct and this, whatever the axial position of said valve relative to said conduit.
The valve ignition pre-chamber according to the present invention provides that when the valve opening seat and the valve side of the chamber side are in contact with each other, the stratification valve forms with the stratification duct a ignition prechamber by torch which communicates simultaneously on the one hand, with the stratification cavity, and on the other hand, with the combustion chamber via at least one gas ejection orifice.
The valve ignition prechamber according to the present invention comprises an inner peripheral wall of the torch ignition prechamber which is cylindrical while the stratification valve has a circular periphery and is housed in low radial clearance in said prechamber.
The valve ignition prechamber according to the present invention comprises a stratification duct which protrudes into the combustion chamber in the form of a protruding ejection dome which houses the ignition prechamber by torch and from which the gas ejection port.
The valve ignition prechamber according to the present invention comprises a valve opening seat which is arranged in the protruding ejection dome.
The valve ignition prechamber according to the present invention provides that when the stratification valve is positioned close to the combustion chamber, that is to say in the vicinity or even in contact with the valve stop on the chamber side with which it cooperates, said valve uncovers at least one gas ejection orifice which connects the stratification cavity with the combustion chamber.
The valve ignition prechamber according to the present invention comprises ignition means which consist of a spark plug which closes the first end of an openwork connection tube which passes through all or part of the internal volume of the cavity of stratification and the body of which is radially traversed by at least one radial lumen which relates the interior of said tube to said internal volume, while the second end of said tube receives the stratification duct and the stratification valve, and however that the central electrode and the ground electrode of said spark plug are housed inside the perforated connecting tube.
The valve ignition prechamber according to the present invention includes a cavity side face which exposes an aerodynamic dome.
The valve ignition prechamber according to the present invention comprises a cavity side face which forms a ground electrode which faces a central electrode which comprises a spark plug, the latter constituting the ignition means.
The valve ignition prechamber according to the present invention comprises a stratification valve which is axially thicker at its periphery which receives the valve side of the cavity side and the valve side of the chamber side, than at its center.
The description which follows with reference to the appended drawings and given by way of nonlimiting examples will make it possible to better understand the invention, the characteristics which it presents, and the advantages which it is capable of providing:
Figure 1 is a schematic sectional view of the valve ignition prechamber according to the invention as it can be installed in the cylinder head of an internal combustion engine.
Figure 2 is a schematic sectional view of the valve ignition prechamber according to the invention, the stratification valve can completely close the stratification duct when the valve side cavity side that has said stratification valve is in contact with the seat valve shutter with which it cooperates, while said stratification valve forms an ignition pre-chamber by torch which is housed in a protruding ejection dome when said valve rests on its valve stop on the chamber side.
Figures 3 to 8 are partial close-up views in schematic section of the valve ignition prechamber according to the invention and according to the particular configuration shown in Figure 2, said close-up views illustrating various phases of operation of said prechamber.
Figure 9 is a schematic sectional view of the valve ignition prechamber according to the invention incorporating the main characteristics shown in Figure 2 to which is added an openwork connecting tube radially traversed by radial slots, said tube passing through the internal volume of the stratification cavity and forming an integral part of a spark plug, while the cavity side face of the stratification valve forms a ground electrode which faces a central electrode which said spark plug contains.
Figure 10 is a three-dimensional view of the valve ignition prechamber according to the invention and according to the alternative embodiment shown in Figure 9.
Figure 11 is a three-dimensional view in broken longitudinal section of the valve ignition prechamber according to the invention and according to the alternative embodiment shown in Figure 9.
Figure 12 is an exploded three-dimensional view of the valve ignition prechamber according to the invention and according to the alternative embodiment shown in Figure 9.
DESCRIPTION OF THE INVENTION:
FIGS. 1 to 12 show the valve ignition prechamber 1, various details of its components, its variants, and its accessories.
It has been seen in FIG. 1 that the valve ignition prechamber 1 is specially designed for an internal combustion engine 2 which comprises a cylinder head 3 which covers a cylinder 4 to form with a piston 31 a combustion chamber 5 in which can be burned a main charge 30.
Note in Figures 1 to 12 that the valve ignition prechamber 1 according to the invention comprises at least one stratification cavity 6 which on the one hand, is arranged in the cylinder head 3 and is connected to the combustion chamber 5 by a stratification duct 7 and which, on the other hand, receives a stratification injector 8 which can directly or indirectly inject into said cavity 6 a pilot charge 9 previously pressurized by compression means 10.
The pilot charge 9 is according to the invention consisting of an oxidizer-fuel mixture AF which is easily flammable by means of a spark.
In FIGS. 1, 2 and 9, the stratification injector 8 is seen which is provided by the valve ignition prechamber 1 according to the invention and which can, directly or indirectly via an injector outlet duct 28, inject the charge pilot 9 in the stratification cavity 6.
The stratification injector 8 can be of any type without restriction, and be made up of any device capable of introducing into the stratification cavity 6 according to any operating mode, whether it be a pilot charge 9 and this, that the oxidant-fuel mixture AF that said charge 9 contains is formed upstream or downstream of said stratification injector 8 with the possible assistance of another injector either of gas or of liquid, or with the assistance of a carburetor known per se.
In addition, the laminating cavity 6 and the laminating duct 7 can advantageously be coated with a refractory material known per se, or be made of said material. As a variant, an air gap can be left between at least part of the stratification cavity 6 and / or of the stratification duct 7 on the one hand, and the cylinder head 3 which receives these components 6, 7 of on the other hand, so as to limit the heat exchanges between said components 6, 7 and said cylinder head 3.
Note also in Figures 1 to 12 that the valve ignition prechamber 1 according to the invention comprises ignition means 11 which open into the stratification cavity 6 and which can ignite the pilot charge 9, said means 11 which may consist of a spark plug 12 known per se.
Still in FIGS. 1 to 12, it can be seen that the ignition pre-chamber with valve 1 according to the invention comprises a stratification valve 13 which can block all or part of the stratification duct 7 and which exhibits on the one hand, a face cavity side 14 subjected to the pressure of the gases prevailing in the stratification cavity 6 and on the other hand, a chamber side face 15 subjected to the pressure of the gases prevailing in the combustion chamber 11.
It is noted that said stratification valve 13 can translate relative to the stratification duct 7 under the effect of the gas pressure is in the direction of the stratification cavity 6 when said pressure prevailing in the latter is lower than the pressure prevailing in the combustion chamber 5, either in the direction of said chamber 5 when the pressure prevailing in the latter is lower than the pressure prevailing in the stratification cavity 6.
It will be noted that the stratification valve 13 can also move in the stratification duct 7 under the effect of gravity or an acceleration, which cannot be interpreted as any advantage or a desired mode of operation.
It can be emphasized that the stratification valve 13 can be made of temperature-resistant superalloy and remain as light as possible, or of ceramic material such as silicon carbide.
In addition to what has just been described, it can be seen that the valve ignition prechamber 1 according to the invention comprises at least one valve stop on the cavity side 16 which determines the position of the stratification valve 13 closest to the cavity of stratification 6. This is particularly visible in Figures 3 to 8.
In addition, the valve ignition prechamber 1 according to the invention comprises at least one valve stop on the chamber side 17 which determines the position of the stratification valve 13 closest to the combustion chamber 5.
As a variant of the valve ignition prechamber 1 according to the invention, it will be noted that the stratification valve 13 can close off all or part of the stratification duct 7 when it is closest to the stratification cavity 6 while it opens said duct 7 over a wider section when it is positioned closest to the combustion chamber 5.
In FIGS. 3 to 8 in particular, it is noted that the valve stop on the cavity side 16 may consist of a valve closure seat 18 arranged in the stratification duct 7 or at any one of the ends of said duct 7, said seat 18 cooperating with a valve seat side cavity 19 that has the stratification valve 13 at its periphery and / or at its end.
It should moreover be specified that the valve shutter seat 18 and the valve seat side cavity 19 can constitute a seal when they are in contact with each other, said seal preventing any gas from passing through said contact when the pressure in the combustion chamber 5 is higher than the pressure in the stratification cavity 6.
As another variant, the valve stop on the chamber side 17 may consist of a valve opening seat 20 arranged in the laminating duct 7 or at any one of the ends of said duct 7, said seat 32 cooperating with a chamber side valve seat 21 which has the stratification valve 13 at its periphery and / or at its end.
In this case, the valve opening seat 20 and the valve side chamber seat 21 can constitute a seal when they are in contact with each other so as to prevent any gas from passing through said contact.
Figures 3 to 8 and Figure 12 clearly show that the stratification valve 13 may comprise at its periphery guide means 22 which hold said valve 13 approximately centered in the stratification duct 7, and approximately in the same longitudinal orientation as said duct 7 and this, whatever the axial position of said valve 13 relative to said duct 7.
In FIGS. 2, 3, 6, 8 and 9, it is noted that when the valve opening seat 20 and the valve side bearing surface 21 are in contact with each other, the stratification valve can form with the stratification duct 7 a torch ignition prechamber 23 which communicates simultaneously on the one hand, with the stratification cavity 6, and on the other hand, with the combustion chamber 5 via at least one orifice gas ejection 24.
In this particular context of the ignition prechamber with valve 1 according to the invention, the internal peripheral wall of the ignition prechamber by torch 23 may be cylindrical while the stratification valve 13 has a circular periphery and is housed at low radial clearance in said prechamber 23 so that a slight radial clearance is left between said valve 13 and said wall regardless of the position of said valve 13 relative to said prechamber 23, said small clearance forming a restricted passage which slows the passage of gas between the stratification cavity 6 and the combustion chamber 5.
It can be seen in FIGS. 1 to 12 that according to a particular embodiment of the valve ignition prechamber 1 according to the invention, the stratification duct 7 can open out into the combustion chamber 5 in the form of a dome. protruding ejection 25 which houses the ignition prechamber by torch 23 and from which the gas ejection orifice 24 opens.
It is noted that the gas ejection orifice 24 can be more or less oriented towards the combustion chamber 5 and can come out more or less tangentially at the periphery of the protruding ejection dome 25. In addition, the geometry of the orifice gas ejection 24 may vary depending on whether the gas jet leaving said orifice 24 is provided rather directive, or rather diffuse. By way of example, the gas ejection orifice 24 may be cylindrical, conical, or even form a convergent or a divergent.
Advantageously and as shown in Figures 1 to 12, the valve opening seat 20 can be arranged in the protruding ejection dome 25, the latter being able to be coated with an anti-friction and / or non-stick and / or refractory material. known per se, or be made of said material.
In a general sense, it is understood that when the stratification valve 13 is positioned close to the combustion chamber 5, that is to say in the vicinity or even in contact with the valve stop on the chamber side 17 with which it cooperates, said valve 13 can discover at least one gas ejection orifice 24 which connects the stratification cavity 6 with the combustion chamber 5.
As shown in Figures 9 to 12, the ignition means 11 may consist of a spark plug 12 which closes the first end of an openwork connection tube 26 which passes through all or part of the internal volume of the cavity stratification 6 and whose body is radially traversed by at least one radial lumen 27 which relates the interior of said tube 26 with said internal volume, while the second end of said tube 26 receives the stratification duct 7 and the valve stratification 13, and however that the central electrode 40 and the ground electrode 39 of said spark plug 12 are housed inside the perforated connecting tube 26.
Note in Figures 9 to 12 that the perforated connecting tube 26 may be part of the spark plug 12 which it extends the base. In this case, the spark plug 12 is directly screwed into the cylinder head 3 by means of a thread made on the external cylindrical face of its base and / or on the external cylindrical face of the perforated connecting tube 26 which extends it.
Alternatively, the spark plug 12 can be screwed into said tube 26, however the latter is screwed into the cylinder head 3. In all cases, a seal is formed between the cylinder head 3 on the one hand and the spark plug ignition 12 and / or the perforated connecting tube 26 on the other hand, both at the level of said spark plug 12 and at the level of the stratification duct 7.
FIGS. 9 to 12 illustrate that the face on the cavity side 14 can expose an aerodynamic dome 29 which in particular makes it possible to direct the flow of gas towards the gas ejection orifice (s) 24 by offering said flow the least possible resistance and by generating in said flow the least possible turbulence.
It can be seen in FIGS. 1 to 12 that, according to a particular embodiment of the valve ignition prechamber 1 according to the invention, the side on the cavity side 14 can form a ground electrode 39 which faces a central electrode 40 which comprises a spark plug 12, the latter constituting the ignition means 11, an electric arc being able to form between said ground electrode 39 and said central electrode 40 when a high-voltage current flows from said central electrode 40 to said ground electrode 39.
FIGS. 1 to 12 further illustrate that the stratification valve 13 can be axially thicker at its periphery which receives the valve seat on the cavity side 19 and the valve seat on the chamber side 21 than in its center.
This feature gives said valve 13 a radial thickness which increases from the center of said valve 13 to the periphery of the latter, so that said valve 13 is both as light as possible and as shock resistant as possible, while ensuring cooling it as efficiently as possible at the level of the contact between its valve seats 19, 21 and the seats 18, 20 with which said seats 19, 21 cooperate.
FUNCTIONING OF THE INVENTION:
The operation of the valve ignition prechamber 1 according to the invention is easily understood from the view of FIGS. 1 to 12.
It can be seen that according to the non-limiting example of application of the valve ignition prechamber 1 according to the invention shown in FIG. 1, said prechamber 1 is implemented in an internal combustion engine 2 which comprises a cylinder head 3 which covers a cylinder 4 to form with a piston 31 a combustion chamber 5 in which a main charge 30 can be burned.
It is noted that the piston 31 is connected to a crankshaft 37 by means of a connecting rod 38, said piston 31 imparting to said crankshaft 37 a rotational movement when said piston 31 is driven in an alternating translational movement in the cylinder 4 .
It can also be seen in FIG. 1 that the combustion chamber 5 can be brought into communication with an intake duct 32 by an intake valve 34 while said chamber 5 can be brought into communication with an exhaust duct 33 by a exhaust valve 35.
Figures 1 to 8 which will be taken here as an example to illustrate the operation of the valve ignition prechamber 1 according to the invention show that said prechamber 1 is integrated into the cylinder head 3. Said figures 1 to 8 also show that the ignition means 11 here consist of a spark plug 12 known per se and whose electrodes open into the stratification cavity 6. We also note in FIGS. 1 and the stratification injector 8 which can inject a pilot charge 9 in the stratification cavity 6 via an injector outlet duct 28.
Note in FIG. 1 that prior to its injection by the stratification injector 8, the pilot charge 9 consisting of an easily flammable oxidizer-fuel mixture AF was pressurized by a stratification compressor 36 which forms the compression means 10. This also constitutes a non-limiting example of embodiment of the valve ignition prechamber 1 according to the invention, taken here by way of example to illustrate its operation.
To illustrate the operation of the valve ignition prechamber 1 according to the invention, we will assume here that the volumetric ratio of the internal combustion engine 2 - excluding the volume of the valve ignition prechamber 1 - is fourteen to one. To obtain this result, provision has been made for a volume swept by the piston 31 of five hundred cubic centimeters while the volume of the combustion chamber 5 is thirty eight point five cubic centimeters.
In addition and by way of non-limiting example, the volume of the valve ignition prechamber 1 - including the volume of the stratification duct 7 and that of the injector outlet duct 28 - is here a half cubic centimeter.
To detail the operation of the valve ignition prechamber 1 according to the invention, we will retain here the example of embodiment shown in FIGS. 1 to 8 in which it can be seen that the valve stop on the cavity side 16 consists of a valve shutter seat 18 arranged in the stratification duct 7, said seat 18 cooperating with a valve seat side cavity 19 that has the stratification valve 13 at its periphery.
We have chosen here that the valve shutter seat 18 and the valve seat side cavity 19 constitute a seal when they are in contact with each other, said seal preventing any gas from passing through said contact when the pressure in the combustion chamber 5 is higher than the pressure in the stratification cavity 6.
Note also that to illustrate the operation of the valve ignition prechamber 1 according to the invention, provision has also been made for the valve stop on the chamber side 17 to consist of a valve opening seat 20 arranged in the duct. stratification 7, said seat 32 cooperating with a valve side bearing chamber 21 that has the stratification valve 13 at its periphery. This particular configuration is clearly visible in Figures 8.
In this particular context, provision will have been made for the valve opening seat 20 and the valve side bearing surface 21 to constitute a seal when they are in contact with each other so as to prevent any gas from passing through. of said contact.
Particularly in Figures 2, 3, 6 and 8, it will also be noted that when the valve opening seat 20 and the valve side bearing surface 21 are in contact with one another, the stratification valve 13 forms with the stratification duct 7 a torch ignition prechamber 23 of annular shape, said prechamber 23 communicating simultaneously on the one hand, with the stratification cavity 6, and on the other hand, with the combustion chamber 5 via several gas ejection orifices 24.
It is also noted that the internal peripheral wall of the torch ignition prechamber 23 is cylindrical while the stratification valve 13 has a circular periphery and is housed with low radial clearance in said prechamber 23 so that a slight radial clearance is left between said valve 13 and said wall whatever the position of said valve 13 relative to said prechamber 23, said small clearance forming a restricted passage which slows down any passage of gas - via said slight clearance - between the stratification cavity 6 and the combustion chamber 5.
It is also noted in FIGS. 1 to 8 that the stratification duct 7 projects into the combustion chamber 5 in the form of a protruding ejection dome 25 which houses the ignition pre-chamber by torch 23 and from which the orifices open out. of gas ejection 24 which, according to this example, are oriented towards the combustion chamber 5. It will be noted in passing that the valve opening seat 20 is arranged in the protruding ejection dome 25.
Incidentally, it can be seen in FIGS. 1 to 8 that the cavity side 14 of the stratification valve 13 exposes an aerodynamic dome 29 which in particular makes it possible to direct the flow of gas towards the gas ejection orifices 24 while offering said flow the least resistance possible and generating as little turbulence as possible in said flow.
Note also that the stratification valve 13 is axially thicker at its periphery than at its center. This feature allows said valve 13 to be both as light as possible and as shock resistant as possible, while ensuring its cooling as efficiently as possible, a level of contact between its valve surfaces 19, 21 and the seats 18, 20 with which said surfaces 19, 21 cooperate. By way of nonlimiting example, the stratification valve 13 can be made of a mechanically and thermally highly resistant superalloy.
According to the exemplary embodiment of the valve ignition prechamber 1 according to the invention shown in FIGS. 1 to 8 and taken here by way of illustration of the operation of said prechamber
1, we will consider that the diameter of the gas ejection orifices 24 is worth twelve hundredths of a millimeter while the maximum total travel that the stratification valve 13 can travel between the valve closure seat 18 and the opening seat of valve is worth fifteen hundredths of a millimeter.
To understand the operation of the valve ignition prechamber 1 according to the invention, it is useful here to decompose the operation during the four-stroke of the internal combustion engine 2, in relation to FIGS. 3 to 8.
Consider that the internal combustion engine 2 operates with an approximately 30 stoichiometric air-fuel main charge highly diluted by cooled recirculated exhaust gases called "cooled EGR". Said charge 30 is therefore resistant to ignition and is in no way conducive to rapid development of its combustion in the three-dimensional space of the combustion chamber 5.
As such, it is expected that the pilot charge 9 will be implemented by the valve ignition prechamber 1 according to the invention must be as efficient as possible not only in initiating the combustion of the main charge 30, but also to develop said combustion in the shortest possible time. It is understood that these two objectives are directly served by the valve ignition prechamber 1 according to the invention.
According to the non-limiting example of embodiment of the valve ignition prechamber 1 according to the invention taken here to illustrate its operation, we will assume that the pilot charge 9 contains a point six percent of the fuel that contains the main charge 30 , said pilot charge 9 consisting of an oxidizer-fuel mixture AF which is easily flammable by means of a spark.
We will break down here the four-stroke cycle of Otto or Beau de Rochas according to the usual sequencing.
In the intake phase, the piston 31 of the internal combustion engine 2 descends into the cylinder 4 with which it cooperates, which has the effect of introducing into the latter a main charge 30 coming from the intake duct 32 and via the inlet valve 34 kept open.
During said phase, the pressure prevailing in the combustion chamber 5 is lower than the pressure prevailing in the stratification cavity 6. Consequently and as shown in FIG. 3, the stratification valve 13 remains pressed against the seat d the valve opening 20 with which it cooperates and the stratification cavity 6 is placed in communication with the combustion chamber 5 by the gas ejection orifices 24 via the ignition pre-chamber by torch 23.
The piston 31 having reached its bottom dead center, the valve the intake valve 34 closes and the piston 31 begins its ascent in the cylinder 4, towards its top dead center.
In so doing, said piston 31 compresses the main charge 30 and the pressure which prevails in the combustion chamber 5 becomes higher than that which prevails in the stratification cavity 6.
The pressure difference between said chamber 5 and said cavity 6 increases all the more quickly that on the one hand, the cross section of the gas ejection orifices 24 is small and on the other hand, a small radial clearance is left between the stratification valve 13 and the internal wall of the torch ignition prechamber 23, whatever the position of said valve 13 relative to said prechamber 23.
To go from the combustion chamber 5 to the stratification cavity 6, the gases constituting the main charge 30 have practically no other passage than that which constitute the gas ejection orifices 24.
The latter leaving only a passage section limited to said gases, the difference between the pressure exerted on the face on the cavity side 14 and that exerted on the face on the chamber side 15 increases, which has the effect of pressing the stratification valve 13 on the valve closure seat 18 with which it cooperates. This situation is clearly illustrated in Figure 4.
Note that the time required for the stratification valve 13 to firstly break the contact it forms with the valve opening seat 20 with which it cooperates and secondly, to come into contact with the seat d 'shutter valve 18, is worth a few degrees of rotation of the crankshaft 37 or even one or two degrees of said rotation, these values being given only for information.
In doing so, the stratification valve 13 closes the stratification duct 7 and the combustion chamber 5 no longer communicates with the stratification cavity 6. The pressure which continues to increase in the combustion chamber 5 due to the rise of the piston 31 in the cylinder 4 no longer has any effect on the pressure prevailing in the stratification cavity 6, said pressure remaining stable.
A few degrees of crankshaft after the stratification valve 13 has closed the stratification duct 7, the stratification injector 8 begins to inject the pilot charge 9 into the stratification cavity 6. This situation is illustrated in FIG. 5. The temperature of the gas constituting said charge 9 is according to this example of the order of eighty degrees.
The injector flow rate has been calculated so that the pressure in the stratification cavity 6 always remains lower than that in the combustion chamber 5 so that the stratification valve 13 never takes off from the seat. valve shutter 18 with which it cooperates via its valve seat on the cavity side 19.
A few degrees of crankshaft 37 before the top dead center of the piston 31, the pressure prevailing in the combustion chamber 5 and to which the main charge 30 is subjected has reached nearly forty bars while the pressure in the stratification cavity 6 has reached twenty bars. The stratification injector 8 stops injecting the pilot charge 9 into the stratification cavity 6.
The piston 31 arriving in the vicinity of its Top Dead Center and as illustrated in FIG. 6, a high-voltage current is applied to the terminals of the spark plug 12. The latter ignites the pilot charge 9 contained in the cavity stratification 6.
It will also be noted that the pressure of only twenty bars prevailing in said cavity 6 has made it possible to apply only a moderate voltage across the terminals of the spark plug 12.
As shown in FIG. 6, the pilot charge 9 being made up of an easily flammable fuel / AF mixture, the flame initialized by the spark plug 12 propagates very quickly in the pilot charge 9, the temperature of which increases just as rapidly, same as the pressure prevailing in the stratification cavity 6.
When said pressure reaches, for example, forty five bars - that is to say five bars more than the pressure prevailing in the combustion chamber 5, the stratification valve 13 has already traveled fifteen hundredths of a millimeter. In doing so, said valve 13 took off from its contact with the valve closure seat 18, then came to rest on the valve opening seat 20. This situation is also shown in FIG. 6.
During its course, the stratification valve 13 gradually discovered the gas ejection orifices 24, and the hot gases coming from the stratification cavity 6 - which were for example brought to a temperature of about two thousand degrees Celsius - have started to be ejected in the form of torches through said orifices 24, via the ignition pre-chamber by torch 23, and at the level of the protruding ejection dome 25. This effect provided by the ignition pre-chamber has been illustrated in FIG. with valve 1 according to the invention.
As the pressure continues to rise in the stratification cavity 6, the pressure in said cavity 6 is now twenty bars higher than that prevailing in the combustion chamber 5. Consequently, the hot gases see their pressure drop by twenty bars when they passage through the gas ejection orifices 24 so that their temperature drops to around one thousand three hundred degrees. In return, said gases are driven by a high speed which allows them to penetrate deep into the volume of the combustion chamber 5.
In doing so, said burning gases ignite the surrounding gases constituting the main charge 30. In addition to releasing the energy of the fuel they contain in the form of heat, said surrounding gases are found to be driven at high local speed by said burning gases, said speed materializing in the form of micro turbulence. The wrinkling of the flame front which results from said micro-turbulence promotes the development of combustion, which propagates rapidly to all of the main charge 30 and to the entire volume of the combustion chamber 5.
It will be noted that the effectiveness of the valve ignition prechamber 1 according to the invention in developing said combustion is all the greater when the torches of hot gases formed all around the protruding ejection dome 25 ignite the charge. main 30 in multiple locations of the combustion chamber 5.
Indeed, once initialized radially from the center towards the periphery of the combustion chamber 5, the combustion of said charge 30 develops in a second phase radially from the periphery of said chamber 5 towards the center of said chamber 5, and tangentially between each torch of hot gases leaving the protruding ejection dome 25 via the gas ejection orifices 24.
Once the oxidant-fuel mixture AF constituting the pilot charge 9 is completely burnt and mainly ejected in the form of jets of hot gases via the gas ejection orifices 24, combustion develops in the combustion chamber 5 and the pressure prevailing in the latter rapidly becomes greater than that prevailing in the stratification cavity 6.
Also, as soon as this situation is reached, the chamber side face 15 of the stratification valve 13 receives a pressure greater than that which is exerted on the cavity side face 14 of said valve 13. It follows from this that the stratification valve 13 moves rapidly over fifteen hundredths of a millimeter in the direction of the stratification cavity 6, and comes to be sealed against the valve shutter seat 18 with which it cooperates. This situation is illustrated in Figure 7.
The combustion of the main charge 30 taking place very quickly despite the high “cooled EGR” content of said charge 30, said combustion is completed only a few degrees of crankshaft 37 after the top dead center of the piston 31. The thermodynamic efficiency of the engine internal combustion 2 will be able to be maximum because the expansion has barely started while all of the energy contained in the fuel constituting the main charge 30 has been released.
The stratification valve 13 remaining closed as illustrated in FIG. 7, the piston 31 then begins its expansion stroke and begins to transform into work a large part of the heat of the hot and burnt gases of the main charge 30. Said work is transmitted to the crankshaft 37 by said piston 31 via the connecting rod 38.
In doing so, the pressure and the temperature prevailing in the combustion chamber 5 gradually decrease. When said pressure reaches for example sixty bars, the pressure which remains in the stratification cavity 6 becomes greater than that prevailing in the combustion chamber 5.
It results from this situation that the valve side chamber side 21 of the stratification valve 13 comes back into contact with the valve opening seat 20, as illustrated in FIG. 8. The stratification valve 13 again completely uncovers the orifices d ejection of the gases 24 and the residual hot gases from the pilot charge 9 are ejected via said orifices 24 in order to be expanded by the piston 31, at the same time as the main charge 30 continues to expand.
Once the piston 31 has reached its bottom dead center, the exhaust valve 35 opens and the gases finish relaxing in the exhaust duct 33 before being actively discharged by said piston 31 in said duct 33 when said piston 31 rises in the cylinder 4 towards its top dead center.
During the entire exhaust stroke of the piston 31, the stratification cavity 6 can finish expelling the residual hot gases from the pilot charge 9 via the gas ejection orifices 24.
This expulsion can also continue during the admission phase, which marks the start of a new four-stroke cycle by Otto or Beau de Rochas according to the usual sequence.
As we have seen throughout the explanation which has just been given, unlike the devices known according to the state of the art, the valve ignition prechamber 1 according to the invention has made it possible to limit the pressure injection of the pilot charge 9 at approximately twenty bars.
This relatively low pressure made it possible not only to limit the energy consumption of the stratification compressor 36, but also to limit its complexity insofar as a single compression stage was sufficient to reach said pressure.
Furthermore, only one point six percent of the fuel contained in the main charge 30 was sufficient to ensure both a powerful ignition of said charge 30 - of the order of two hundred times more powerful than a conventional spark ignition, said ignition having taken place in multiple locations distributed homogeneously in the three-dimensional space of the combustion chamber 5.
The low compression pressure of the pilot charge 9 on the one hand, and the small amount of oxidant-fuel mixture AF contained in said charge 9 on the other hand, we both contributed to minimizing the energy consumed by the stratification compressor 36 to compress said pilot charge 9
This therefore made it possible to minimize the amount of work that the stratification compressor 36 directly or indirectly punctured on the crankshaft 37 of the internal combustion engine 2, which contributed to maximizing the final energy efficiency of said engine 2.
Furthermore, it will be noted that the time allocated to the stratification injector 8 for injecting the pilot charge 9 into the stratification cavity 6 was almost equivalent to the time allocated to the compression phase of the internal combustion engine 2 according to the cycle to four times by Otto or Beau de Rochas. This made it possible, on the one hand, to limit the dynamic range sought for said injector 8, and on the other hand, to limit the supply pressure of said injector 8. This in particular contributes to reducing the cost and the complexity of said injector 8 while giving it better reliability and great durability.
Throughout the duration of the injection of the pilot charge 9 into the stratification cavity 6, it will be noted that said charge 9 has only been mixed with very little residual burnt gas. The content of said burnt gases in said charge 9 before it was ignited by spark was only about one per thousand, which is extremely low.
As a result of this, the pilot charge 9 retained maximum flammability which, combined with a pressure of only twenty bars when the spark plug 12 ignited said charge 9, made it possible to limit the voltage to be applied across the terminals of said candle to obtain said ignition. This results in less electrical consumption to power said spark plug 12, and increased durability of the latter.
It will be noted that during the operating sequence illustrated in successive stages from FIG. 3 to FIG. 8, the thermal load applied to the protruding ejection dome 25 has been reduced to its strict minimum in that the gases brought to high temperature have only passed through the gas ejection orifices 24 once, against three for any ignition prechamber according to the state of the art, such a prechamber being devoid of stratification valve 13.
This particular feature made it possible in particular to prevent said dome 25 from rising to too high a temperature and forming a hot spot capable of causing untimely and uncontrolled ignitions of the main charge 30 leading to rattling and damage or even destruction of the internal combustion engine 2. In addition, this propensity of the protruding ejection dome 25 to remain at low temperature makes it possible to provide a high compression ratio for the internal combustion engine 2, without the risk of rattling.
Thus, the valve ignition prechamber 1 according to the invention makes it possible to produce internal combustion engines 2 with controlled ignition operating under high rate of cooled EGR, whatever the load and the speed of rotation of said engines 2, and without compromising the combustion stability of the latter.
As a consequence of said high EGR rate, the intake pressure of said engines 2 is naturally higher at partial loads than that of internal combustion engines 2 of the same design operating without cooled EGR. This reduces the pumping losses caused by the adjustment of the charge by the intake pressure, said adjustment being for example carried out by means of a butterfly valve.
In addition, the internal combustion engines 2 receiving the valve ignition prechamber 1 according to the invention see their thermal losses reduced, just as the quantity of nitrogen oxides per kilowatt hour produced by said engines 2 is reduced. This results from the fact that the combustion of the main charge 30 takes place at a lower average temperature thanks to the possibility offered by the valve ignition prechamber 1 according to the invention to introduce strongly cooled EGR. proportions in said charge 30.
In this context enabled by the valve ignition prechamber 1 according to the invention, the compression ratio of the internal combustion engines 2 can be expected to be higher than that of the same so-called engines 2 operating without cooled EGR and this, without risk of rattling. This is favorable to the performance of said motors 2.
It will also be noted that the reduction in pumping losses and thermal losses induced by the valve ignition prechamber 1 according to the invention makes a significant reduction in the displacement of internal combustion engines 2 with iso-torque and iso less necessary. -power by adding a supercharger, for example by turbocharger.
In fact, the supercharging can be either reduced or nonexistent while retaining high energy performance vis-à-vis the state of the art.
It results from this set of characteristics and advantages conferred by the valve ignition prechamber 1 according to the invention of internal combustion engines 2 at moderate cost price, low fuel consumption, low carbon dioxide emissions. , and whose post-treatment of pollutants is ensured by a simple three-way catalyst.
It should be noted that it is not to be excluded that the valve ignition prechamber 1 according to the invention may apply to fields other than internal combustion engines alone. Said prechamber 1 can, for example, be applied to gas nailers, to firearms, or to any apparatus requiring the firing of a main charge by means of a pilot charge with the best possible efficiency.
The possibilities of the valve ignition prechamber 1 according to the invention are not limited to the applications which have just been described and it should moreover be understood that the above description has been given only By way of example and that it in no way limits the field of the said invention from which one would not depart by replacing the details of execution described by any other equivalent.

权利要求:
Claims (16)
[1" id="c-fr-0001]
1. Ignition pre-chamber with valve (1) for an internal combustion engine (2) which comprises a cylinder head (3) which covers a cylinder (4) to form a combustion chamber (5) in which a main charge can be burned (30), characterized in that it comprises:
At least one stratification cavity (6) which on the one hand is arranged in the cylinder head (3) and is connected to the combustion chamber (5) by a stratification duct (7) and which, on the other hand, receives a stratification injector (8) which can directly or indirectly inject into said cavity (6) a pilot charge (9) previously pressurized by compression means (10), said charge (9) consisting of a mixture oxidizer-fuel AF easily flammable by means of a spark;
• Ignition means (11) which open into the stratification cavity (6) and which can ignite the pilot charge (9);
• A stratification valve (13) which can block all or part of the stratification duct (7) and which exposes, on the one hand, a face on the cavity side (14) subjected to the pressure of the gases prevailing in the stratification cavity ( 6) and on the other hand, a chamber side face (15) subjected to the pressure of the gases prevailing in the combustion chamber (11), said stratification valve (13) being able to translate relative to said conduit (7) under the effect of the gas pressure either in the direction of the stratification cavity (6) when said pressure prevailing therein is lower than the pressure prevailing in the combustion chamber (5), or in the direction of said chamber (5) when the the pressure prevailing in the latter is lower than the pressure prevailing in the stratification cavity (6);
• At least one valve stop on the cavity side (16) which determines the position of the stratification valve (13) closest to the stratification cavity (6);
• At least one valve stop on the chamber side (17) which determines the position of the stratification valve (13) closest to the combustion chamber (5).
[2" id="c-fr-0002]
2. Ignition prechamber with valve according to claim 1, characterized in that the stratification valve (13) completely closes the stratification duct (7) when it is closest to the stratification cavity (6) while it opens said duct (7) over a wider section when it is positioned closest to the combustion chamber (5).
[3" id="c-fr-0003]
3. valve ignition prechamber according to claim 1, characterized in that the valve stop on the cavity side (16) consists of a valve closure seat (18) arranged in the stratification duct (7) or at any one of the ends of said duct (7), said seat (18) cooperating with a valve-side seat of the cavity (19) that the stratification valve (13) has at its periphery and / or at its end.
[4" id="c-fr-0004]
4. Valve ignition prechamber according to claim 3, characterized in that the valve closure seat (18) and the valve side of the cavity side (19) constitute a seal when they are in contact with one of the 'other, said seal preventing any gas from passing through said contact when the pressure in the combustion chamber (5) is greater than the pressure in the stratification cavity (6).
[5" id="c-fr-0005]
5. A valve ignition prechamber according to claim 1, characterized in that the valve stop on the chamber side (17) consists of a valve opening seat (20) arranged in the stratification duct (7) or at any one of the ends of said duct (7), said seat (32) cooperating with a valve side bearing surface (21) which has the stratification valve (13) at its periphery and / or at its end.
[6" id="c-fr-0006]
6. Pre-ignition valve chamber according to claim 5, characterized in that the valve opening seat (20) and the valve side chamber side (21) constitute a seal when they are in contact with one of the 'other so as to prevent any gas from passing through said contact.
[7" id="c-fr-0007]
7. Ignition prechamber with valve according to claim 1, characterized in that the stratification valve (13) comprises at its periphery guide means (22) which hold said valve (13) approximately centered in the stratification duct ( 7), and approximately in the same longitudinal orientation as said conduit (7), regardless of the axial position of said valve (13) relative to said conduit (7).
[8" id="c-fr-0008]
8. Valve ignition prechamber according to claim 5, characterized in that when the valve opening seat (20) and the valve side of the chamber side (21) are in contact with each other, the stratification valve (13) forms with the stratification duct (7) a torch ignition prechamber (23) which communicates simultaneously on the one hand, with the stratification cavity (6), and on the other hand, with the combustion chamber (5) via at least one gas ejection orifice (24).
[9" id="c-fr-0009]
9. Ignition prechamber with valve according to claim 8, characterized in that the internal peripheral wall of the ignition prechamber by torch (23) is cylindrical while the stratification valve (13) has a circular periphery and is housed with low radial clearance in said prechamber (23).
[10" id="c-fr-0010]
10. A valve ignition prechamber according to claim 8, characterized in that the stratification duct (7) projects into the combustion chamber (5) in the form of a protruding ejection dome (25) which houses the ignition pre-chamber by torch (23) and from which the gas ejection orifice (24) opens.
[11" id="c-fr-0011]
11. A valve ignition prechamber according to claim 10, characterized in that the valve opening seat (20) is arranged in the protruding ejection dome (25).
[12" id="c-fr-0012]
12. Ignition prechamber with valve according to claim 1, characterized in that when the stratification valve (13) is positioned close to the combustion chamber (5) that is to say in the vicinity or even in contact with the stop of chamber side valve (17) with which it cooperates, said valve (13) uncovers at least one gas ejection orifice (24) which connects the stratification cavity (6) with the combustion chamber (5).
[13" id="c-fr-0013]
13. Ignition prechamber with valve according to claim 1, characterized in that the ignition means (11) consist of a spark plug (12) which closes the first end of an openwork connection tube ( 26) which passes through all or part of the internal volume of the stratification cavity (6) and the body of which is radially traversed by at least one radial lumen (27) which relates the interior of said tube (26) to said internal volume , while the second end of said tube (26) receives the stratification duct (7) and the stratification valve (13), and however that the central electrode (40) and the ground electrode (39) of said spark plug (12) are housed inside the perforated connecting tube (26).
[14" id="c-fr-0014]
14. A valve ignition prechamber according to claim 1, characterized in that the cavity side face (14) exposes an aerodynamic dome (29).
[15" id="c-fr-0015]
15. A valve ignition prechamber according to claim 1, characterized in that the cavity side face (14) forms a ground electrode (39) which faces a central electrode (40) which includes a spark plug ( 12) the latter constituting the ignition means (11).
[16" id="c-fr-0016]
16. Ignition prechamber with valve according to claims 3 and 5, characterized in that the stratification valve (13) is axially thicker at its periphery which receives the valve seat cavity side (19) and the valve seat side room (21), only in its center.
1/8

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公开号 | 公开日

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WO2018130772A1|2018-07-19|

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CA3048883A1|2018-07-19|

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EP3568579A1|2019-11-20|

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CN110291278B|2021-11-05|

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FR3061743B1|2019-08-16|

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KR20190104551A|2019-09-10|

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AU2018207981A1|2019-07-18|

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CN110291278A|2019-09-27|

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JP2020505542A|2020-02-20|

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法律状态:
2018-01-25| PLFP| Fee payment|Year of fee payment: 2 |

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2018-07-13| PLSC| Publication of the preliminary search report|Effective date: 20180713 |

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2019-01-25| PLFP| Fee payment|Year of fee payment: 3 |

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2020-01-27| PLFP| Fee payment|Year of fee payment: 4 |

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2021-01-25| PLFP| Fee payment|Year of fee payment: 5 |

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2022-01-25| PLFP| Fee payment|Year of fee payment: 6 |

优先权:

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申请号 | 申请日 | 专利标题

---

FR1750264|2017-01-12|

---

FR1750264A|FR3061743B1|2017-01-12|2017-01-12|PRE-CLAMP CHAMBER|FR1750264A| FR3061743B1|2017-01-12|2017-01-12|PRE-CLAMP CHAMBER|

---

EP18713713.8A| EP3568579A1|2017-01-12|2018-01-08|Valve-controlled ignition prechamber|

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KR1020197021691A| KR20190104551A|2017-01-12|2018-01-08|Valve-Controlled Ignition Prechamber|

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AU2018207981A| AU2018207981A1|2017-01-12|2018-01-08|Valve-controlled ignition prechamber|

---

PCT/FR2018/050041| WO2018130772A1|2017-01-12|2018-01-08|Valve-controlled ignition prechamber|

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JP2019537092A| JP2020505542A|2017-01-12|2018-01-08|Valve ignition prechamber|

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CN201880006741.7A| CN110291278B|2017-01-12|2018-01-08|Valve ignition prechamber|

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CA3048883A| CA3048883A1|2017-01-12|2018-01-08|Valve-controlled ignition prechamber|