CN1085779C - 多级内燃机 - Google Patents
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Abstract
一种在四冲程循环中运行多气缸内燃机的方法。将第一数量燃料在一燃烧冲程的上死点前的45°前导入各气缸(10)。在导入燃料的基础上,将显著多于化学当量的氧气的空气导入各气缸以产生第一混合物,将该混合物点燃以产生第一燃烧作用。在第一燃烧作用基本完成之后,在同一燃烧冲程的上死点之前或膨胀冲程的上死点略后,将第二数量燃料导入各气缸,但不另加空气,以形成第二混合物,该混合物被点燃后产生第二个不同的燃烧作用。
Description
本发明的技术领域
本发明是一种新的内燃机燃烧过程,它提供高的热效率并显著地降低NOx的形成。本申请的主要领域是汽车发动机。
本发明的技术背景
汽车的大量使用大大地增加了大气中的、包括氮的氧化物和诸如二氧化碳的温室气体的污染物质。因此,存在着显著改进汽车动力***燃料使用效率的需要,以便降低温室气体的排放并获得低水平的NOx。
现在的轿车和轻型载重汽车主要使用燃烧汽油的发动机,它们按照颚图循环工作。这些发动机的特征是按近似化学当量法工作,即工作时提供给发动机的燃料和空气的量是受到控制的,以便有正好数量的氧气完全燃烧正好数量的燃料。通过读出在排气口里的氧气传感器的输出和由此调整燃料来维持化学当量法运行。这种“闭环”操作与排气口催化净化器结合,从而能够降低NOx和使排放的未燃烧燃料氧化。这样,可获得它们的非常低水平的排放。
大型载重汽车和公共汽车使用燃烧柴油机的发动机,它们按狄塞尔循环工作。这些发动机的特征是未节制的进气,即,不足的或过度的气体燃烧,高的压缩,以及直接燃料喷射。由于它们超群的燃料节约特征,因此其主要目的是企图将这些发动机用于轿车和轻型载重汽车。然而,由于这些发动机工作时需要过量的空气,因此不能使用通常的还原催化剂,并使排气口NOx排放保持较高水平,特别是在较高的负载下工作。
发明的简要说明
因此,本发明的目的是提供一种利用过量空气的、直接喷射的、高效率的发动机的工作,并且少量排放NOx和温室气体。
在燃烧过程中形成的NOx的量取决于燃烧温度,组分(氮气和氧气)的浓度,依据NO与NO2的比值而定的燃烧产品的浓度,以及在具体的反应条件下的时间长度。在一般与燃烧有关的高温情况下,氧化氮(NO,它是在燃烧过程中形成的氮气的主要氧化物)的平衡浓度随着温度的少量增加而迅速增加。此外,在通常燃烧的同样高温范围里,反应速度随温度的少量增加也迅速增加。因此,降低峰值燃烧温度是降低NO形成的一种直接的和非常有效的方法。
峰值燃烧温度可通过以下途径降低:(1)降低发动机的压缩比(燃烧前的进气温度直接涉及到它的初始温度和压缩程度,即,压缩比。在燃烧过程中释放的热量给峰值温度进一步增加温度);(2)在压缩冲程后期点燃燃料,这样,峰值燃烧温度在发动机开始它的膨胀冲程后发生,而膨胀过程给燃烧气体以冷却效果;以及(3)增加进气数量相对被燃烧的燃料数量的比率(这种较高的***物质与燃料比率意味着,由燃料燃烧产生的热量必须加热相当大量的物质,由此将达到一较低的最终温度或峰值温度)。
关于第一条途径(1),将压缩比降低至大约15对1以下将导致增加在发动机的热效率和有效功率方面的损失,因此不是一种降低通常的发动机的峰值温度的理想的手段。
在第二条途径里,延后的燃烧将降低热效率并增加传统的发动机的排出气体温度,因此不认为它是降低峰值温度的理想手段。
第三条途径(3),即相对被燃烧的燃料数量增加进气数量是一种降低NO形成的通常手段。对于低负载的柴油发动机来说,有足够的过量空气,这样,与在有限的(或节制的)空气***里的工作相比可减少NO形成。颚图循环的确节制在低负载时的进气量,因此利用再循环的排出气体与进气混合,以增加进气的数量但又不增加可用的氧气的数量。然而,即使在柴油发动机的情况下,当发动机上的负载增加时(即,对于给定的速度所需要的功率增加时),需要较多的氧气供燃烧,而进气与燃料的数量比降低,并且,随着峰值燃烧温度的相应增加,NO形成增加。
本发明的工作原理是这样的,即进行两级或更多不同级的燃烧,这样,与如果燃烧是在一级里发生的情况相比,各燃烧过程的峰值温度低了,NO的发生也同样减少了。
因此,本发明的较佳实施例提供了一种供单气缸或多气缸内燃机使用的燃烧方法,这些内燃机按进气、压缩、膨胀和排气等四个冲程工作。本发明的方法包括给各气缸导入第一数量的燃料和显著大于化学当量的氧气的空气量,以形成第一混和物,燃料的导入在压缩冲程里的上死点前的45°前开始。在点燃第一混和物从而产生第一燃烧作用后,给各气缸导入第二数量的燃料,但不导入另外的空气。第二数量燃料导入的开始是在第一数量燃料燃烧基本完成之后,但先于或略在同一压缩冲程的上死点后。第二数量的燃料被立即点燃,以产生第二燃烧作用。
这样,在可认为是两级燃烧的本发明里,在压缩冲程中,第一燃料-空气混和物在活塞到达上死点前的最佳时候被点燃。必须加入足够数量的燃料,以确保点燃和燃烧,但不是太多的燃料,因为这将使峰值燃烧温度达到产生大量NO的程度,即燃烧必须非常弱。该稀释的物质可能是过量的大气或大气与再循环废气的混合物。一较高的压缩比将导致一较高的预点燃温度,由此减少燃烧所需要的燃料的数量。由于直接燃料喷射一般提供不均匀的或分层次的燃烧,因此在本发明里,第一级燃料在发动机循环的相当早的一点上喷射,即在时间上充分早的一点,以提供均匀的或近似均匀的燃烧。
在上述的第一燃烧作用的结束处或接近结束处,另外的燃料(其数量取决于所需要的发动机的功率输出)直接喷入燃烧室,在那里被点燃并产生第二燃烧作用。由于大量的原始氧气在第一燃烧作用里被消耗,该直接喷射的燃料必须分散于整个燃烧室,以接近氧气进行反应。结果,发生高度弱化的弱燃烧,从而使局部的“富燃料”燃烧、局部的高的峰值温度和增加的NO的发生的可能性降至最低程度。本发明工作原理的概括性的描述是,第一燃烧作用是在特别贫化的(和弱的)环境里发生的,紧接着,第二燃烧作用是在高“废气”稀释的混合物里发生的。
由于大多数总循环能量的释放是在第一燃烧作用过程中发生的,由此形成的压力当活塞跨越上死点、并开始膨胀冲程时可用来膨胀。第二燃烧可进行定时,以便在膨胀进行(在动力冲程)时产生峰值温度,从而进一步抑制峰值温度。第二燃烧作用既可能是均匀的(或近似均匀的,由于上述增强的扩散),也可能是传统的直接燃料喷射(或“分层注入的”)发动机特有的不均匀燃烧,这取决于第二级喷射的定时。
附图的简要说明
图1是按四冲程循环工作的多气缸内燃机中的单个气缸和活塞的示意图;以及
图2是NOx排放与平均有效制动压力关系曲线的图表。
较佳实施例的说明
图1描述了一普通的往复运动的活塞/气缸10,它在四冲程循环中工作,以驱动一通常的曲柄轴驱动机构1。在进气冲程过程中,当活塞4从其顶部冲程位置移动到其底部冲程位置时,使空气(可选择地添加排出的废气)通过进气阀3进入发动机室2。当活塞4靠近其底部冲程位置时,进气阀3关闭。当活塞向其顶部冲程位置移动时,压缩发生。第一级,燃料通过燃料喷射器5喷出,较佳的是在压缩冲程中在上死点前至少45°时开始,最好是在上死点前至少90°时开始,并且可选择地在进气冲程中开始。这将允许燃料气化和加料冷却,由此降低进行压缩所需要的、和形成均质的或近似均质的燃料/空气混合物的较早喷射定时所需要的消耗功。虽然图1显示燃料喷射器在气缸盖上,但在供选择的比较方案里,燃料可喷入进气歧管,以便更好地混合和更均匀地燃烧。
第一级燃烧时喷射的燃料量是一个小于将产生未控制的预点燃的燃料量的数量,即,可被火花塞6点燃的足够的燃料,而不是发生预点燃的那样多的燃料。在第一级燃料喷射后,火花塞6使第一级燃烧开始。紧接着,例如在上死点前20°或更少时,燃料喷射器5为第二级燃烧喷射燃料。可再利用火花塞6点燃。(然而,除了火花点燃,热气点燃也足以点燃第二级燃烧)。然后,发生膨胀,它以通常的方式产生曲柄轴动力。当活塞到达下死点并开始向其下一个顶部冲程位置移动时,排气阀7打开,允许膨胀气体排出。然后重复该循环。
供第一级燃烧用的燃料的数量较佳的是一能导致极端贫化燃烧的数量,即,用比化学计算量更多数量的氧气进行燃烧。通常,进入的燃料的数量将受到限制,这样,引入的空气提供至少1.5倍、最好是2-3倍的化学当量的氧气。该范围随着辛烷等级或燃料燃烧的变化而略有改变。通常,进入的燃料数量的上限是正好在进行预点燃的数量之下,而其下限是提供点燃所需的最小量(可燃性下限)。
在第二级燃烧作用里没有额外的氧气进入。由于进入第一级的许多氧气(例如30-50%)被第一级燃烧作用消耗,第二级燃料必须分散遍及发动机室,以便接近氧气进行反应,由此使放热分散。第二级燃料喷射较佳的是在上死点前20°-5°时开始,并在上死点前5°至上死点后40°时结束。
对于火花点燃式发动机来说,应该避免在进气阀打开的同时点燃燃料,因为存在着回火进入进气歧管的危险。包氏汽车手册(The Bosch AutomotiveHandbook)提供了关于供一般火花点燃式发动机用的阀门定时的信息(240页),即进气阀关闭的范围是在下死点后40°-60°。这是在上死点前140°-120°,这是供发动机操作的“n次燃烧”用的燃烧作用可以开始的最早时间。如果混合物在基于上死点前140°的最早时间被点燃,如果孔是90mm,而在100RPM时燃烧速度是10m/s(246页),那么9ms将占用54°曲柄角。第一级燃烧将在上死点前86°时结束。当第二级燃烧被点燃,第二级燃烧可在上死点前32°时结束。当使用第三级燃烧时,它将在上死点后22°时完成。在2000 RPM时,燃烧将占用108°。第一级燃烧将在上死点前32°时结束,而第二级燃烧将在上死点后76°时结束。
通常的点燃定时最早约在上死点前40°时,而最迟的定时约在上死点(在上死点前0°时)(240页)。通常的点燃定时被优化,以便将最高压力的位置保持在最佳点,通常在上死点后10°至15°时。
上述实施例的变化包括对各直接燃料喷射作用的不同定时,在一个作用与另一个作用的关系曲线中的燃料喷射的不同比率,以及使用不同的装置点燃各级中的燃烧,例如,在热线点火塞处喷射的少量燃料可用来点燃第一级燃烧作用。
在第一级中,峰值燃烧温度低于通常的单级燃烧,这是因为过度空气造成的稀释,而在第二级中,峰值燃烧温度低于通常的单级燃烧,这是因为放热的大量分散。
NO的形成由于上述的实施例而减少.在图2中,实线表示来自通常的直接燃料喷射燃烧过程的结果。NOx排放作为发动机负载(平均有效制动压力)的函数来表示。图2中的虚线表示按照上述实施例的、在四个不同发动机负载水平时的两级燃烧的结果。
本发明的替换的实施例还包括各种内燃机,诸如两冲程活塞和转缸式发动机,它能采用这种新的多级燃烧过程。虽然一般利用过度的燃烧空气进行工作的发动机可能由此新的燃烧过程获益最多,但它也可用于“受控制的”发动机,以在化学当量的条件下提供最后的燃烧。这种化学当量式的发动机将产生较少的NO,这样,对还原催化剂的依赖将减少。
本发明可以用其它具体的形式实施而不脱离其原理和基本特征。因此,无论从那一点看,这里的实施例均不认为是限制性的,而是描述性的,由附后的权利要求书表示的、而不是由上面的描述表示的本发明的范围、以及在权利要求书的等同物的含义和范围内的所有变化都包含在其中。
Claims (13)
1.一种内燃机燃烧方法,该内燃机具有至少一个燃烧室,并在至少具有压缩和膨胀冲程的一循环里工作,所述方法包括:
将至少两倍氧气的化学计算当量的空气和第一数量的燃料导入所述燃烧室,以形成第一混和物,燃料的导入在压缩冲程里的上死点前的45°前开始;
点燃第一混和物,从而产生第一点燃,并开始作为第一燃烧作用的第一燃烧;
给所述燃烧室导入第二数量的燃料以产生第二混合物,但不导入另外的空气,第二数量燃料导入是在第一燃烧结束之后开始,第一燃烧结束是由所述第一数量燃料燃烧基本完成所定义的;以及
点燃所述第二混合物,以产生第二点燃,并开始作为不同于所述第一燃烧作用的第二燃烧作用的第二燃烧。
2.如权利要求1所述的燃烧方法,其特征在于,所述第一混合物中的空气量包含在氧气化学计算当量的2-3倍范围内的氧气量。
3.如权利要求1所述的燃烧方法,其特征在于,所述第一燃烧作用消耗所述第一混合物中的30-50%的空气。
4.如权利要求1所述的燃烧方法,其特征在于,所述第一数量燃料在所述压缩冲程的所述上死点前90°或更多时被导入。
5.如权利要求1所述的燃烧方法,其特征在于,所述第一数量燃料在进气冲程中被导入。
6.如权利要求1所述的燃烧方法,其特征在于,所述第二数量燃料在所述上死点前20°或更少时被导入。
7.如权利要求4所述的燃烧方法,其特征在于,所述第二数量燃料在所述上死点前20°或更少时被导入。
8.如权利要求5所述的燃烧方法,其特征在于,所述第二数量燃料在所述压缩冲程的上死点前20°或更少时被导入。
9.如权利要求1所述的燃烧方法,其特征在于,所述第二数量燃料的导入是在所述第一数量燃料导入开始后的至少50°时开始。
10.如权利要求1所述的燃烧方法,其特征在于,所述循环包括多于两个的完整的和不同的燃烧作用。
11.如权利要求1所述的燃烧方法,其特征在于,所述第一点燃是利用一火花塞实现的,所述第二点燃是利用同一火花塞分别实现的。
12.如权利要求1所述的燃烧方法,其特征在于,所述第一点燃是利用一火花塞实现的,所述第二点燃是通过一热气点火分别实现的。
13.如权利要求1所述的燃烧方法,其特征在于,所述第二数量燃料是在同一压缩冲程的上死点之前被导入所述燃烧室。
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US08/540,767 | 1995-10-11 | ||
US08/540,767 US5609131A (en) | 1995-10-11 | 1995-10-11 | Multi-stage combustion engine |
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CN1199444A CN1199444A (zh) | 1998-11-18 |
CN1085779C true CN1085779C (zh) | 2002-05-29 |
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CN96197543A Expired - Fee Related CN1085779C (zh) | 1995-10-11 | 1996-09-27 | 多级内燃机 |
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US (1) | US5609131A (zh) |
EP (1) | EP0854973B1 (zh) |
JP (1) | JPH11513460A (zh) |
KR (1) | KR100476780B1 (zh) |
CN (1) | CN1085779C (zh) |
AU (1) | AU701088B2 (zh) |
DE (1) | DE69631429T2 (zh) |
WO (1) | WO1997013966A1 (zh) |
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- 1996-09-27 AU AU73759/96A patent/AU701088B2/en not_active Ceased
- 1996-09-27 WO PCT/US1996/015495 patent/WO1997013966A1/en active IP Right Grant
- 1996-09-27 JP JP9515062A patent/JPH11513460A/ja active Pending
- 1996-09-27 EP EP96936009A patent/EP0854973B1/en not_active Expired - Lifetime
- 1996-09-27 CN CN96197543A patent/CN1085779C/zh not_active Expired - Fee Related
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Also Published As
Publication number | Publication date |
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JPH11513460A (ja) | 1999-11-16 |
AU701088B2 (en) | 1999-01-21 |
CN1199444A (zh) | 1998-11-18 |
KR19990064146A (ko) | 1999-07-26 |
US5609131A (en) | 1997-03-11 |
DE69631429D1 (de) | 2004-03-04 |
KR100476780B1 (ko) | 2005-07-21 |
AU7375996A (en) | 1997-04-30 |
EP0854973A1 (en) | 1998-07-29 |
DE69631429T2 (de) | 2004-11-04 |
WO1997013966A1 (en) | 1997-04-17 |
EP0854973A4 (en) | 2000-04-12 |
EP0854973B1 (en) | 2004-01-28 |
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