WO1999039093A1 - Procede de fonctionnement d'un moteur a combustion interne - Google Patents

Procede de fonctionnement d'un moteur a combustion interne Download PDF

Info

Publication number
WO1999039093A1
WO1999039093A1 PCT/EP1999/000400 EP9900400W WO9939093A1 WO 1999039093 A1 WO1999039093 A1 WO 1999039093A1 EP 9900400 W EP9900400 W EP 9900400W WO 9939093 A1 WO9939093 A1 WO 9939093A1
Authority
WO
WIPO (PCT)
Prior art keywords
ignition
internal combustion
combustion engine
ignition system
fuel
Prior art date
Application number
PCT/EP1999/000400
Other languages
German (de)
English (en)
Inventor
George Moskhalis
Michael Veko
Alexander Kuozera
Original Assignee
George Moskhalis
Michael Veko
Alexander Kuozera
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by George Moskhalis, Michael Veko, Alexander Kuozera filed Critical George Moskhalis
Priority to AU26209/99A priority Critical patent/AU2620999A/en
Publication of WO1999039093A1 publication Critical patent/WO1999039093A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B51/00—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines
    • F02B51/04—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines involving electricity or magnetism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method according to the preamble of claim 1.
  • the invention further relates to an ignition system of an internal combustion engine, various devices in connection with the ignition system and an internal combustion engine and a motor vehicle with an ignition system of the aforementioned type.
  • the object of the present invention is to provide a method for operating an internal combustion engine and a corresponding internal combustion engine and associated systems and facilities, with the same possible output achieving low fuel consumption and reducing pollutant emissions in the exhaust gases.
  • the invention can even dispense with the use of catalysts.
  • the method according to the invention can be applied to all types of internal combustion engines which are operated with gasoline, fuel mixtures and other non-conventional fuels (gas, ethanol and other mixtures which slowly evaporate as gasoline). Thanks to the high rate of ignition and propagation, the invention can also be used in high-speed engines.
  • each gasoline engine usually has an ignition system.
  • the ignition system which is used anyway to ignite the fuel-air mixture, is used at the same time to generate the electric fields by the fact that after the mixture is ignited, further ignition pulses of the ignition system are generated, which lead to the gas discharge or gas discharges in the combustion chamber after the ignition of the mixture.
  • the air that is drawn in, in principle at any point, for example in the intake pipe, in the air filter or the like, and / or the exhaust gases outside the combustion chamber, that is before and / or in the exhaust system to ionize in the manner described above. If the intake air is ionized, since the ionization takes place at normal atmospheric pressure and low temperature, it must - due to the limited life of the ions of the ozone - be effective enough that the ions get into the combustion chamber in good time.
  • the exhaust gases should preferably be ionized in the region of the exhaust gas collector, resonator or muffler together with residues of the combustion products, so that any detonations can be reliably excluded.
  • the electric field is not generated synchronously with the moment of ignition, but rather is generated and is then not aimed at increasing the efficiency of the internal combustion engine, but rather at achieving ecological advantages.
  • the invention is not only suitable for a gasoline engine, but also for a diesel engine.
  • an ignition system according to the invention is assigned to the diesel engine, which generates the electric fields after self-ignition of the fuel-air mixture caused by compression.
  • the diesel engine according to the invention is therefore characterized by an ignition system - atypical for diesel engines - which, however, does not serve to ignite the mixture, but only to support the "afterburning".
  • the size of the recess or its length in the contact disk is preferably adapted to the duration of the work cycle, but in any case has such a size that it has at least a predetermined time interval within the work cycle following the ignition of the fuel-air mixture.
  • the ignition system according to the invention can in principle also be operated with known spark plugs, it is particularly suitable for achieving electric fields with a high field strength within the combustion chamber. if the housing forms the ground electrode and no further ground electrode pointing in the direction of the center electrode is provided at the lower edge of the housing.
  • Such a spark plug which is particularly suitable for generating the electric fields in question, can also be used to ignite the fuel-air mixture in the combustion chamber with a correspondingly high ignition voltage.
  • FIG. 1 is a schematic view of an ignition system according to the invention
  • FIG. 2 shows a schematic view of another embodiment of an ignition system according to the invention
  • Fi x ög. 3 shows a schematic view of part of an inventive device
  • FIG. 4 shows a schematic view of another embodiment of an interrupter device according to the invention.
  • FIG. 5 shows a schematic view of part of an ignition distributor device according to the invention
  • FIG. 6 is a view of part of a spark plug according to the invention.
  • FIG. 11 is a view of a combustion chamber with an applied electric field
  • Fig. 13 representations of different types of diesel engines.
  • the ignition system 1 shows an embodiment of an ignition system 1 according to the invention.
  • the ignition system 1 has a switching device 2 with a pulse generating device 3 and a control device 4, an interrupter device 5, an ignition device 6 and an ignition distributor device 7.
  • the pulse generating device 3 is a pulse-generating generator of rectangular pulses with a frequency of 30 to 100 kHz, so that the duration of a pulse is 0.01 to 0.03 ms.
  • the pulse generating device 3 has four microchips 8, 9, 10, 11 and a capacitor 12.
  • the pulse generating device 3 is connected to the control device 4.
  • the control device 4 itself has at least one, but in the present case three microchips 13, 14, 15.
  • the light barrier 16 must be insulated from external influences in order not to impair the function.
  • the shape and size of the contact disk are determined individually by the design and the design features of the engine and the distributor.
  • the ignition device 6 has an ignition coil 19 with a primary winding 20 and a secondary winding 21.
  • the ignition coil 19 has a high-frequency iron magnetic core which has the shape of a toroid.
  • a high-voltage multiplier 22 is connected to the secondary winding 21 of the ignition coil 19 and in the present case has two cascade circuits for increasing the voltage of the secondary-side ignition voltage by a factor of 4.
  • Distributor finger 23 which for contacting a plurality of counter - 11 -
  • the mating contacts are elongated in the circumferential direction and are only spaced apart from one another by a short distance which is slightly greater than the thickness of the pin-shaped distributor finger 23.
  • the spark plug 26 has a housing 27 made of electrically conductive material which can be screwed into a cylinder of an internal combustion engine. Furthermore, the spark plug 26 has a center electrode 28 which is arranged inside the housing 27 and is insulated from the housing 27 by an insulator 29. The center electrode 28 stands at the lower end of the spark plug 26 over the lower edge 30 of the housing 27 - 12 -
  • the center electrode 28 has a spherical head 31, which can have a diameter of 2 and 8 mm.
  • the head 31 can also have the shape of an ellipse, a hemisphere or a semi-ellipse, the rounded region then pointing outwards.
  • the ignition with the ignition system 1 now takes place in such a way that the control device 4 receives the pulses of the pulse generating device 3.
  • the pulse series passes through the control device 4.
  • the voltage of the vehicle electrical system usually 12 V, is transformed to 8 kV in the secondary winding 21, rectified and quadrupled in the multiplier. From there, the voltage is transmitted to the individual spark plugs either via the ignition distributor device 7 (FIG. 1) or directly (FIG. 2).
  • FIG. 7 shows the ignition sequence of the ignition device 6 of the ignition system 1 according to FIG. 1. It can be seen that the individual ignition intervals in the successive work cycles of several cylinders are separated from one another only over a short period of time, namely when the distributor finger changes from one mating contact to the other. In principle, it is also possible that the duration of the short ignition intervals is comparatively short, that is, the ignition intervals only consist of short “peaks” and the time intervals between the individual peaks are greater than the respective duration of a peak.
  • FIG. 8 shows the ignition distribution of the ignition system 1 according to FIG. 2. It can be seen that the individual ignition devices 6 ignite one after the other immediately in time, but each individual ignition device 6 ignites only with each work cycle of the internal combustion engine. - 13 -
  • FIG. 9 shows that a large number of ignition pulses are generated in each ignition interval or each work cycle.
  • FIG. 10 Another embodiment of the ignition by the ignition system 1 according to the invention is shown in FIG. 10. It is the case here that an ignition pulse of sufficient ignition voltage is first generated for the actual ignition of the fuel-air mixture. Then no periodic ignition pulses are generated, but a certain predetermined voltage.
  • FIG. 11 schematically shows a combustion chamber 32 during an operating cycle, in which an electric field starting from the center electrode 28 of the spark plug 26 is shown.
  • FIG. 12 a shows an embodiment with standing valves 36 (this is an outdated design that is usually only used in small engines), while in FIG. 12 b a wedge shape is selected as the upper end of the combustion chamber 32.
  • Fig. 12c the upper end of the combustion chamber 32 is trough-shaped, while in the embodiment shown in Fig. 12d it is hemispherical.
  • FIG. 13 shows various forms of combustion chambers 32 in diesel engines.
  • an injection nozzle 37 is provided.
  • the embodiment according to FIG. 13a has a swirl chamber 38 into which the fuel is injected.
  • the swirl chamber 38 there is also a glow plug 39.
  • the swirl chamber 38 is a secondary combustion or prechamber. Due to the eccentric arrangement of the connecting channel, a strong vortex occurs in the round vortex chamber when the air is pushed into the vortex chamber by the upward-moving piston. The injection takes place into this vortex. Good mixture formation is already achieved in this way. The mixture formation settles - 14 -
  • FIGS. 13c and 13d show further embodiments of diesel engines with direct injection. It is characteristic of all embodiments that the spark plug 26 projects into the combustion chamber 32.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'un moteur à combustion interne présentant au moins une chambre de combustion (32) formée par un cylindre (33, 34) et un piston (35). Selon ce procédé, un mélange carburant-air est allumé, puis le temps moteur du moteur à combustion interne est réalisé par combustion du mélange carburant-air, ce dernier étant allumé par un système d'allumage (1) dans le cas d'un moteur à essence et par compression dans le cas d'un moteur diesel. L'invention vise à réduire la consommation de carburant et les émissions polluantes dans les gaz d'échappement. A cet effet, au moins après l'allumage du mélange carburant-air, pendant le temps moteur et notamment pendant la durée totale du temps moteur, une série de champs électriques est produite dans la chambre de combustion (32) avec une telle intensité qu'il se produit des décharges gazeuses dans la chambre de combustion (32). Les champs électriques sont produits, dans le cas d'un moteur à essence, par le système d'allumage (1) ou par un autre système d'allumage ou, dans le cas d'un moteur diesel, par un système d'allumage au moyen d'impulsions d'allumage.
PCT/EP1999/000400 1998-01-30 1999-01-22 Procede de fonctionnement d'un moteur a combustion interne WO1999039093A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU26209/99A AU2620999A (en) 1998-01-30 1999-01-22 Method for operating an internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19804852 1998-01-30
DE19804852.1 1998-01-30

Publications (1)

Publication Number Publication Date
WO1999039093A1 true WO1999039093A1 (fr) 1999-08-05

Family

ID=7856916

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1999/000400 WO1999039093A1 (fr) 1998-01-30 1999-01-22 Procede de fonctionnement d'un moteur a combustion interne

Country Status (3)

Country Link
AU (1) AU2620999A (fr)
DE (1) DE19813993C1 (fr)
WO (1) WO1999039093A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19942064A1 (de) * 1999-09-03 2001-03-15 Kassner Lydia Arbeitsweise eines Verbrennungsmotors

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS56110566A (en) * 1980-02-07 1981-09-01 Seita Omori Dynamic current type ignition device
US4333125A (en) * 1980-02-08 1982-06-01 Hensley George H Combustion initiation system
US4398526A (en) * 1980-07-31 1983-08-16 Nissan Motor Company, Limited Plasma ignition system for internal combustion engine
US4497306A (en) * 1981-08-03 1985-02-05 Nissan Motor Company, Limited Ignition system for an internal combustion engine
US4710681A (en) * 1986-02-18 1987-12-01 Aleksandar Zivkovich Process for burning a carbonaceous fuel using a high-energy alternating current wave
US4787360A (en) * 1986-04-24 1988-11-29 El.En.A. S.P.A. Electronically-controlled plasma ignition device for internal combustion engines
US5495757A (en) * 1991-05-15 1996-03-05 Siemens Automotive S.A. Method and device for detection of ignition failures in an internal combustion engine cylinder

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE483912C (de) * 1930-02-03 Rudolf Auerbach Dr Vergaser
DE2456163C2 (de) * 1974-11-28 1986-03-13 Daimler-Benz Ag, 7000 Stuttgart Brennkammer, insbesondere Kolbenarbeitsraum eines Motors

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS56110566A (en) * 1980-02-07 1981-09-01 Seita Omori Dynamic current type ignition device
US4333125A (en) * 1980-02-08 1982-06-01 Hensley George H Combustion initiation system
US4398526A (en) * 1980-07-31 1983-08-16 Nissan Motor Company, Limited Plasma ignition system for internal combustion engine
US4497306A (en) * 1981-08-03 1985-02-05 Nissan Motor Company, Limited Ignition system for an internal combustion engine
US4710681A (en) * 1986-02-18 1987-12-01 Aleksandar Zivkovich Process for burning a carbonaceous fuel using a high-energy alternating current wave
US4787360A (en) * 1986-04-24 1988-11-29 El.En.A. S.P.A. Electronically-controlled plasma ignition device for internal combustion engines
US5495757A (en) * 1991-05-15 1996-03-05 Siemens Automotive S.A. Method and device for detection of ignition failures in an internal combustion engine cylinder

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 005, no. 189 (M - 099) 28 November 1981 (1981-11-28) *

Also Published As

Publication number Publication date
DE19813993C1 (de) 1999-08-19
AU2620999A (en) 1999-08-16

Similar Documents

Publication Publication Date Title
DE3309256C2 (fr)
EP1982071B1 (fr) Système d'allumage à haute fréquence pour véhicules automobiles
DE69319253T2 (de) Vielfachfunkenzundsystem mit variabler anzahl von zundfunken fur eine innere brennkraftmaschine
DE69726569T2 (de) Zündsystem und dazugehörige zündkerze mit vorwärtstreibendem funken
DE19730908C2 (de) Verfahren zum Betrieb einer direkteinspritzenden Otto-Brennkraftmaschine
DE2535960A1 (de) Brennkraftmaschinen-zuendanlage
DE102007034390B4 (de) Verfahren zum Betreiben eines Zündsystems für einen fremdzündbaren Verbrennungsmotor eines Kraftfahrzeugs und Zündsystem
EP0675272A1 (fr) Dispositif d'allumage à préchambre
DE2456163A1 (de) Verfahren und anordnung zur beeinflussung thermochemischer reaktionen
DE2647881A1 (de) Verfahren zum zuenden eines brennstoff-luft-gemisches und anordnung zur durchfuehrung des verfahrens
DE2624782A1 (de) Zuendeinrichtung fuer eine innenbrennkraftmaschine
DE2744237A1 (de) Verfahren und vorrichtung zur ansammlung von kraftstoffteilchen in einem bereich einer brennkammer
DE2843119A1 (de) Brennkraftmaschine
DE112015000466T5 (de) Plasmazündvorrichtung
DE69123395T2 (de) Gleichstrom-Zündungssystem
DE10031875A1 (de) Zündverfahren und entsprechende Zündvorrichtung
EP3636916A1 (fr) Système d'allumage doté d'une étincelle d'allumage augmentée par le plasma hf d'une bougie d'allumage ainsi que procédé associé
DE2758734A1 (de) Verfahren zur verminderung der schadstofferzeugung durch eine brennkraftmaschine und brennkraftmaschine zu seiner durchfuehrung
DE3441997A1 (de) Zuendkerze fuer eine brennkraftmaschine
DE2739413A1 (de) Zuendkerze
DE19747701C2 (de) Plasmastrahl-Zündung für Verbrennungskraftmaschinen
DE19629171C2 (de) Zündanordnung für einen fremdgezündeten Verbrennungsmotor
DE19813993C1 (de) Verfahren zum Betreiben eines Verbrennungsmotors
DE102009046092A1 (de) Stufenkerze
DE4028869A1 (de) Plasmastrahl-zuendsystem

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AL AM AT AU AZ BB BG BR BY CA CH CN CZ DE DK EE ES FI GB GE HU IL IS JP KE KG KP KR KZ LK LR LS LT LU LV MD MG MK MN MW MX NO NZ PL PT RO RU SD SE SG SI SK TJ TM TR TT UA UG US UZ VN

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): GH GM KE LS MW SD SZ UG ZW AM AZ BY KG KZ MD RU TJ TM AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE BF BJ CF CG CI CM GA GN GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
REG Reference to national code

Ref country code: DE

Ref legal event code: 8642

NENP Non-entry into the national phase

Ref country code: CA

122 Ep: pct application non-entry in european phase