WO2012143625A2

WO2012143625A2 - Method for controlling the injection of fuel into a direct-injection internal combustion engine, particularly a diesel engine

Info

Publication number: WO2012143625A2
Application number: PCT/FR2012/000151
Authority: WO
Inventors: Alexandre Duparchy
Original assignee: IFP Energies Nouvelles
Priority date: 2011-04-21
Filing date: 2012-04-19
Publication date: 2012-10-26
Also published as: WO2012143625A3; FR2974391A1

Abstract

The present invention relates to a method for controlling the injection of a fuel into a direct-injection internal combustion engine, particularly a diesel engine, comprising a cylinder (10) having a chamber (14) for the combustion of a fuel/air mixture and including a means (20) for injecting fuel into said chamber in at least one jet (24) including a main jet portion (26) and at least one secondary jet portion (28) following the main portion. According to the invention, the method involves injecting the main jet portion (26) into the combustion chamber in at least one direction (A, B, E), and injecting the secondary jet portion (28) in at least one direction (C, D, F, G, H, I, J, L, M) forming a nonzero angle (α, Θ) with the direction of said main jet portion.

Description

Method for controlling fuel injection in a direct-injection internal combustion engine, particularly of the type

Diesel.

The present invention relates to a method for controlling fuel injection in a direct injection internal combustion engine, in particular for a Diesel type engine.

It relates more particularly to engines with combustion of the low temperature fuel mixture, which is called LTC (Low Temperature Combustion) combustion.

This type of LTC combustion mainly has the advantage of limiting the production of pollutants resulting from combustion, such as nitrogen oxides (NOx).

As better described in the patent application EP 1 122 417, this engine comprises a combustion chamber and fuel injection means for injecting, in the same radial direction and in the same direction, a jet of fuel decomposing into two successive jet portions, a primary jet portion followed by a secondary jet portion.

This fractionation of the fuel injection thus makes it possible, during the combustion of the fuel mixture, a fractionation of the release of energy inside the combustion chamber, which allows a better control of the combustion temperature and that a significant reduction of the combustion noise.

This type of injection, although satisfactory, nevertheless has significant disadvantages.

Indeed, this low-temperature combustion with successive injections of fuel is the source of a large emission of particles. These particles are then released into the atmosphere through the exhaust line, which can only aggravate the pollution. This emission of particles (or fumes) comes mainly from the fact that the primary portion of fuel jet is burning by consuming the air present in the combustion chamber and the secondary portion of fuel is injected into the combustion zone. of this primary portion, which is very hot and contains very little oxygen.

By this, the local richness of the fuel mixture is greatly increased and the self-ignition time of the second injection is reduced significantly. The combustion conditions of the secondary portion are thus conducive to the creation of particles (or smoke) while in LTC combustion the weakness of the average temperature in the chamber during relaxation does not allow the post-oxidation of these particles

The present invention proposes to overcome the above drawbacks by greatly limiting particulate emissions while achieving the same level of combustion noise and achieving a low temperature combustion of the fuel mixture.

For this purpose, the invention relates to a method for controlling the injection of a fuel into a direct injection internal combustion engine, particularly of the Diesel type, comprising a cylinder with a chamber for the combustion of a fuel mixture and comprising means for injecting fuel into said chamber in at least one jet comprising a primary jet portion and at least one jet secondary portion succeeding the primary portion, characterized in that it consists in injecting into the combustion chamber the primary jet portion in at least one direction and injecting the secondary jet portion in at least one direction forming a non-zero angle with the direction of said primary jet portion.

The method may comprise injecting the primary jet portion in a radial direction and injecting the jet secondary portion in a radial direction forming a non-zero angle with the radial direction of said primary jet portion. According to one embodiment of the invention in which the fuel jet comprises at least two secondary jet portions, the method may consist in injecting each of the jet secondary portions in a radial direction different from one another.

The method may consist in injecting into the combustion chamber the primary jet portion in an axial direction forming a non-zero angle with respect to the axis of the injection means and injecting the secondary jet portion in an axial direction forming a non-zero angle with the radial direction of said primary jet portion.

According to one embodiment of the invention in which the fuel jet comprises at least two secondary jet portions, the method may consist in injecting each of the secondary jet portions in a different axial direction from one another.

The method may include injecting a fuel jet sub-portion amount of between 30% and 70% of the amount of the primary jet portion.

The other features and advantages of the invention will appear on reading the description which follows, given by way of illustration and not limitation, and to which are appended:

FIG. 1, which shows a cross-sectional view along line 2-2 of FIG. 2 of part of an internal combustion engine using the method according to the invention,

FIG. 2 which is a longitudinal sectional view taken from FIG. 1 and

FIG. 3 which presents comparative graphs of particle emissions of the prior art with those of the invention. In FIGS. 1 and 2, a cross-sectional local view and a longitudinal partial sectional view of a self-igniting direct injection internal combustion engine operating with a low temperature combustion mode are shown schematically.

This engine is preferably diesel type but this does not exclude in any way other types of engine, such as those running on gasoline or a gaseous fuel (CNG, LPG, ..) and with a low temperature combustion mode . This engine comprises at least one cylinder 10 in which a piston 12 slides in a rectilinear reciprocating motion. This piston makes it possible to define a combustion chamber 14 formed by the walls 16 of the cylinder, the upper face of the piston and the surface of the cylinder head 18 opposite this piston. The cylinder head carries fuel injection means 20, such as an injector, which makes it possible to introduce fuel into the combustion chamber to produce a fuel mixture with the fluid contained therein (air or supercharged air with or without gas recirculated exhaust).

This injector, of substantially vertical axis YY, is preferably disposed in the cylinder head so that its nose 22 opens into the combustion chamber.

This injector makes it possible to introduce the required quantity of fuel to ensure the generation of a fuel mixture necessary for combustion. This quantity of fuel is formed according to at least one fuel jet 24 which decomposes into a primary jet portion 26 and at least a secondary jet portion 28. This splitting of the fuel jet is mainly carried out during the operation phase of the engine preceding the combustion phase, such as the intake or compression phase.

The primary jet portion is propagated in the combustion chamber in a radial direction, for example in a horizontal direction (A direction) by considering Figure 1 and in a direction of propagation going away from the injector 20 towards the wall 16 of the cylinder. The secondary portion of jet is injected into the combustion chamber 14, preferably after the end of the injection of the primary portion, in a radial direction which forms an angle α with the radial direction of the primary portion of the jet, as for example in the direction radial C illustrated at the top of this figure.

Thus, the fuel jet secondary portion mixes with the fluid present in the combustion chamber in a zone remote from that where the fuel of the jet primary portion already burns.

This has the effect of creating two combustion zones close to each other without any of these zones being able to hinder the smooth running of the combustion of the neighboring zone.

In addition, the jet side portion is located in an area of the combustion chamber that is free of a fuel-rich mixture and oxygen-rich, which is less conducive to particle formation.

In addition, the zone into which the jet secondary portion is injected is colder because no combustion has taken place. This is particularly favorable for preventing the production of particles resulting from combustion.

There is therefore a combustion which makes it possible to control the temperature of this combustion while obtaining the same level of combustion noise as the engines of the prior art but with the significant advantage of greatly limiting the production of particles and, in to a lesser extent, carbon monoxide (CO), a consequence of locally rich combustion.

By way of example and with reference to FIG. 1, the injection means are shaped in such a way that four fuel jets 24, 24 ', 24 "and 24"' are formed in the combustion chamber.

As already described, each jet of fuel is broken down into a primary portion 26, 26 ', 26 "and 26"' of jet and a secondary portion 28, 28 ', 28 "and 28" "of jet.

Advantageously, the four primary portions are distributed circumferentially each regularly in two radial directions substantially orthogonal (directions A and B) forming between them an angle β, which is here substantially equal to 90 °.

Similarly and advantageously, the four secondary portions are introduced into the combustion chamber each in a radial direction (direction C and D) which forms a non-zero angle α with the radial direction of the primary jet portion to which they are associated.

In the case of Figure 1, the angle with the radial direction of the primary portion is identical for each of the secondary portions. This makes it possible to arrange this secondary jet portion between two primary portions with an angular offset of 90 ° between each of the secondary portions.

It may also be envisaged that this angle differs from a secondary jet portion to another without it being confused with the radial direction of the primary portion.

In the illustrated example, the total quantity of fuel to be injected per jet has been divided into two portions (primary and secondary) of equal quantity, but it can be envisaged that the quantity of the primary jet portion is different from that of the secondary portion.

Advantageously, the amount of fuel of the secondary portion is between 30% and 70% of the fuel quantity of the primary portion.

As it is better represented on the results reported in the nonlimiting example of FIG. 3, it may also be envisaged to modulate the interval time between the two fuel portions (in the illustrated example, between 1100 microseconds (ps and 1500 microseconds (ps)) taking into account the amount of particle emission reduction that is desired.

Thus, for an injection of the two fuel portions spread over a period of 1100 microseconds, the reduction of particle emissions can be about 20% compared with that of the prior art (900 microseconds) whereas, for an injection lasting 1500 microseconds, this reduction can be up to 60%. In a variant, the jet secondary portion may be decomposed into at least two portion portions that are either of the same amount of fuel or of a different amount relative to each other.

Thus, as best illustrated in FIG. 1 by way of example, the fuel jet is composed of a primary jet portion 24 and two secondary portions 128, 228 (in dotted lines).

The secondary jet portions are injected, preferably at the same time, into the combustion chamber after the end of the injection of the primary portion. The secondary portion 128 closest to the primary portion 26 is injected in a radial direction G which forms an angle α 'with the radial direction A of the primary portion of the jet. The other secondary portion 228 is injected in a radial direction H which forms a non-zero angle σ with the radial direction of the secondary portion 128. This angle σ is such that the direction H is never coincident with the direction B of the primary portion of the next stream.

This has the effect of generating three radially adjacent combustion zones and thus being able to distribute the combustion zones circumferentially.

Of course, each other jet 24 ', 24 "and 24"' is decomposed in the same manner as the jet 24 so as to obtain a circumferential symmetry in the distribution of the fuel injection, as illustrated by the lines in FIG. dotted line in Figure 1.

Referring more particularly to FIG. 2, the primary portion 26 of the fuel jet 24 is injected into the combustion chamber 12 in an axial direction E which forms a non-zero angle δ with the axis YY of the injector 20 and a direction of propagation going away from the injector towards the wall 16 of the cylinder.

The secondary portion 28 of jet is injected into this combustion chamber approximately at the end of the injection of the primary portion into an axial direction F which forms a non-zero angle Θ with the axial direction of the primary jet portion and an angle λ with the axis YY. This angle λ may be greater or smaller than the angle δ and this as a function of the free volume of the combustion chamber between the top of the piston and the cylinder head.

By this, two combustion zones one below the other are created without any interaction between these zones.

Similarly, as already described above, the secondary portion 28 of jet can be decomposed into two secondary portions. One of these secondary portions is injected in an axial direction L forming an angle θ 'with the axial direction E of the primary portion. The other of these portions is injected in an axial direction M forming an angle p with the direction L. Of course and without departing from the scope of the invention, the injection of the secondary portion of fuel (or secondary portions) can be realized with the radial angular offset a (or a'and σ) or with the axial angular offset Θ (or θ 'and p) or with the two angular offsets. In order to carry out the fuel injection control method as described above, those skilled in the art will be able to have injection means which make it possible not only to obtain a time lag of the injection of the fuel. fuel but also a spatial shift.

By way of example and with reference to FIGS. 1 and 2, the injection means may be in the form of a multi-hole fuel injector (with 8 or 12 holes) with a double needle. A first needle is used to control a first row of holes (4 holes) for injection of the primary portion and the other needle serves to control another row of holes (4 or 8 holes) for injection of the or secondary portions of fuel.

Claims

1) A method for controlling the injection of a fuel into a direct injection internal combustion engine, in particular of diesel type, comprising a cylinder (10) with a chamber (14) for the combustion of a fuel mixture and comprising fuel injection means (20) in said chamber in at least one jet (24) comprising a primary jet portion (26) and at least one secondary jet portion (28) succeeding the primary portion, characterized in that it consists in injecting into the combustion chamber the primary portion (26) of jet in at least one direction (A, B, E) and injecting the secondary portion (28) of jet in at least one direction (C, D, F, G, H, I, J, L, M) forming an angle (α, Θ) nonzero with the direction of said primary jet portion. 2) Method for controlling the injection of a fuel according to the claim

1, characterized in that it consists in injecting the primary jet portion in a radial direction (A, B) and injecting the secondary jet portion in a radial direction (C, D) forming a non-zero angle (a) with the radial direction of said primary jet portion.

3) A method of controlling the injection of a fuel according to claim 1 or 2 wherein the fuel jet comprises at least two secondary portions (128, 228) jet, characterized in that it consists in injecting each of secondary jet portions in a radial direction (G, H; I, J) different from each other.

4) A method for controlling the injection of a fuel according to one of the preceding claims, characterized in that it consists in injecting into the combustion chamber the primary portion (26) of jet in an axial direction forming an angle non-zero (δ) with respect to the axis (YY) of the injection means and injecting the secondary portion (28) of jet in an axial direction forming a non-zero angle (Θ) with the radial direction of said primary portion of jet. 5) A method for controlling the injection of a fuel according to one of the preceding claims wherein the fuel jet comprises at least two secondary jet portions, characterized in that it consists in injecting each of the secondary jet portions in an axial direction (L, M) different from each other.

6) A method for controlling the injection of a fuel according to one of the preceding claims, characterized in that it consists in injecting a quantity of fuel jet secondary portion of between 30% and 70% of the amount of fuel. the primary portion of jet.