Diesel-type piston engine and a method for controlling a diesel-type piston engine
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
F02B-003/08
F02B-003/00
출원번호
US-0164237
(2005-11-15)
우선권정보
SE-0301412(2003-05-15)
발명자
/ 주소
Gobert,Ulrich
Grunditz,Daniel
출원인 / 주소
Volvo Lastvagnar AB
대리인 / 주소
Novak Druce &
인용정보
피인용 횟수 :
1인용 특허 :
6
초록▼
A piston engine and a method for controlling a diesel-type piston engine including at least one combustion chamber formed by a cylinder. A movably arranged piston is provided in each cylinder is connected to a crankshaft. An injection device is provided that is configured to inject fuel directly int
A piston engine and a method for controlling a diesel-type piston engine including at least one combustion chamber formed by a cylinder. A movably arranged piston is provided in each cylinder is connected to a crankshaft. An injection device is provided that is configured to inject fuel directly into the combustion chamber. Thermal efficiency of the internal combustion engine can be increased while at the same time requirements relating to nitrogen oxide and soot particle emissions can also be maintained.
대표청구항▼
What is claimed is: 1. A method for controlling a diesel-type piston engine having at least one combustion chamber formed by a cylinder (52) and a movably arranged piston (53) in each cylinder and are connected to a crankshaft (54), and an injection device (56) configured to inject fuel directly in
What is claimed is: 1. A method for controlling a diesel-type piston engine having at least one combustion chamber formed by a cylinder (52) and a movably arranged piston (53) in each cylinder and are connected to a crankshaft (54), and an injection device (56) configured to inject fuel directly into said combustion chamber, said method comprising: injecting fuel from said injection device (56) for a specific injection time less than 0.12 crank angle degrees/(bar횞m/s) while within an operating range for the internal combustion engine at an engine load greater than 7 bar BMEP. 2. The method as recited in claim 1, wherein the injection of fuel from said injection device (56) has a specific injection time less than 0.10 crank angle degrees/(bar횞m/s) within an operating range for the internal combustion engine at an engine load greater than 7 bar BMEP. 3. The method as recited in claim 1, wherein the injection of fuel from said injection device (56) has a specific injection time less than 0.095 crank angle degrees/(bar횞m/s) within an operating range for the internal combustion engine at an engine load greater than 12 bar BMEP. 4. The method as recited in claim 1, wherein the injection of fuel from said injection device (56) has a specific injection time less than 0.095 crank angle degrees/(bar횞m/s) within an operating range for the internal combustion engine at a mean piston velocity greater than 6 m/s. 5. The method as recited in claim 1, wherein the injection of fuel from said injection device (56) has a specific injection time less than 0.09 crank angle degrees/(bar횞m/s) within an operating range for the internal combustion engine at an engine load greater than 18 bar BMEP. 6. The method as recited in claim 1, wherein said combustion chamber is fed via a turbo system comprising a low-pressure turbo ( 22), a second, high-pressure turbo (18) disposed downstream of said low-pressure turbo, and a charge-air cooler (27) disposed between said low-pressure turbo (22) and high-pressure turbo ( 18). 7. The method as recited in claim 6, wherein said low-pressure turbo (22) and high-pressure turbo (18) each have a maximum turbo map efficiency greater than 60%. 8. The method as recited in claim 6, wherein said low-pressure turbo (22) and high-pressure turbo (18) each have a maximum turbo map efficiency greater than 65%. 9. The method as recited in claim 6, wherein said low-pressure turbo (22) and high-pressure turbo (18) each have a maximum turbo map efficiency greater than 70%. 10. The method as recited in claim 6, further comprising gas exchange valves (57, 58) fitted to said combustion chamber which are controlled to provide a gas-volumetric efficiency less than 85%. 11. The method as recited in claim 6, further comprising gas exchange valves (57, 58) fitted to said combustion chamber are controlled to provide a gas-volumetric efficiency which varies between 45% and 85% in dependence on the operating state of the engine. 12. The method as recited in claim 1, further comprising a control mechanism of the gas exchange valves (57, 58) that is configured to provide at least a first operating range for the internal combustion engine at a mean piston velocity greater than 6 m/s and at an engine load greater than 15 bar BMEP and in which the gas-volumetric efficiency within said first range is less than 70%. 13. The method as recited in claim 6, wherein the closure inlet valves (57) fitted to said combustion chamber varies in dependence on the operating state of the internal combustion engine. 14. The method as recited in claim 6, wherein inlet valves (57) fitted to said combustion chamber are closed before or after the closing time which delivers maximum gas-volumetric efficiency for the internal combustion engine. 15. The method as recited in claim 1, wherein the air and fuel supply to said combustion chamber is adjusted to provide an equivalent air excess factor within the range 1.7-2.05 at an engine load within the range 18-30 bar BMEP. 16. The method as recited in claim 1, wherein the fuel supply is initiated within the range 0 to 10, preferably between 2.5 and 7.5, crank angle degrees before upper dead center. 17. The method as recited in claim 1, wherein the maximum injection pressure of the injection device is greater than 1600 bar. 18. The method as recited in claim 1, wherein the ratio between the highest needle opening pressure (NOP) and the maximum injection pressure (maxIP) is greater than 0.7. 19. The method as recited in claim 1, wherein exhaust gases from a combustion process in said combustion chamber pass through an at least partially heat-insulated exhaust duct. 20. The method as recited in claim 1, wherein the air and fuel supply to said combustion chamber is adjusted to allow a maximum cylinder pressure during combustion greater than 8*BMEP. 21. The method as recited in claim 20, wherein the air and fuel supply to said combustion chamber is adjusted to allow a maximum cylinder pressure during combustion greater than 9*BMEP. 22. The method as recited in claim 21, wherein the air and fuel supply to said combustion chamber is adjusted to allow a maximum cylinder pressure during combustion greater than 10*BMEP. 23. A diesel-type piston engine comprising at least one combustion chamber formed by a cylinder (52) and a movably arranged piston (53) in each cylinder and said are pistons ( 53) are connected to a crankshaft (54), and an injection device (56) configured to inject fuel directly into said combustion chamber, said injection device (56) being configured to have a specific injection time less than 0.12 crank angle degrees/(bar횞m/s) within an operating range for the internal combustion engine at an engine load greater than 7 bar BMEP. 24. The piston engine as recited in claim 23, wherein said injection device (56) is configured to have a specific injection time less than 0.10 crank angle degrees/(bar횞m/s) within an operating range for the internal combustion engine at an engine load greater than 7 bar BMEP. 25. The piston engine as recited in claim 23, wherein said injection device (56) is configured to have a specific injection time less than 0.095 crank angle degrees/(bar횞m/s) within an operating range for the internal combustion engine at an engine load greater than 12 bar BMEP. 26. The piston engine as recited in claim 23, wherein said injection device (56) is configured to have a specific injection time less than 0.095 crank angle degrees/(bar횞m/s) within an operating range for the internal combustion engine at a mean piston velocity greater than 6 m/s. 27. The piston engine as recited in claim 23 wherein said injection device (56) is configured to have a specific injection time less than 0.09 crank angle degrees/(bar횞m/s) within an operating range for the internal combustion engine at an engine load greater than 18 bar BMEP. 28. The piston engine as recited in claim 23, wherein said combustion chamber is fed via a turbo system comprising a low-pressure turbo (22), a high-pressure turbo (18) disposed downstream of said low-pressure turbo (22), and a charge-air cooler (27 ) disposed between said low-pressure turbo (22) and high-pressure turbo (18). 29. The piston engine as recited in claim 28, wherein said low-pressure turbo (22) and said high-pressure turbo (18) each have a maximum turbo map efficiency greater than 60%. 30. The piston engine as recited in claim 28, wherein said low-pressure turbo (22) and said high-pressure turbo (18) each have a maximum turbo map efficiency greater than 65%. 31. The piston engine as recited in claim 28, wherein said low-pressure turbo (22) and said high-pressure turbo (18) each have a maximum turbo map efficiency greater than 70%. 32. The piston engine as recited in claim 28, further comprising gas exchange valves (57, 58) fitted to said combustion chamber and configured to be controlled to provide a gas-volumetric efficiency less than 85%. 33. The piston engine as recited in claim 28, further comprising gas exchange valves (57, 58) fitted to said combustion chamber and configured to be controlled to provide a gas-volumetric efficiency which varies between 45% and 85% in dependence on the operating state of the engine. 34. The piston engine as recited in claim 33, wherein a control mechanism of the gas exchange valves (57, 58) is configured to provide at least a first operating range for the internal combustion engine at a mean piston velocity greater than 6 m/s and at an engine load greater than 15 bar BMEP in which the gas-volumetric efficiency within said first range is less than 70%. 35. The piston engine as recited in claim 33, wherein the closing time of inlet valves (57) fitted to said combustion chamber are configured to vary in dependence on the operating state of the internal combustion engine. 36. The piston engine as recited in claim 28, wherein inlet valves (57) fitted to said combustion chamber are configured to be closed before or after the closing time which generates maximum gas-volumetric efficiency for the internal combustion engine. 37. The piston engine as recited in claim 28, wherein inlet valves (57) fitted to said combustion chamber are configured to be closed before lower dead center. 38. The piston engine as recited in claim 28, wherein the closure inlet valves (57) fitted to said combustion chamber varies in dependence on the operating state of the internal combustion engine. 39. The piston engine as recited in claim 23, wherein the air and fuel supply to said combustion chamber is adjusted to provide an equivalent air excess factor within the range 1.7-2.05 at an engine load within the range 18-30 bar BMEP. 40. The piston engine as recited in claim 23, wherein said injection device (56) is configured to initiate the fuel supply within the range 0 to 10 between 2.5 and 7.5 crank angle degrees before upper dead center. 41. The piston engine as recited in claim 23, wherein the injection device (56) is configured to provide a maximum injection pressure greater than 1600 bar. 42. The piston engine as recited in claim 23, wherein the injection device (56) is configured to provide a ratio between the needle opening pressure (NOP) and the maximum injection pressure (maxIP) greater than 0.7. 43. The piston engine as recited in claim 23, wherein an at least partially heat-insulated exhaust duct connected to an exhaust port fitted to said combustion chamber. 44. The piston engine as recited in claim 23, further comprising the air and fuel supply to said combustion chamber is adjusted to allow a maximum cylinder pressure during combustion greater than 8*BMEP. 45. The piston engine as recited in claim 44, wherein the air and fuel supply to said combustion chamber is adjusted to allow a maximum cylinder pressure during combustion greater than 9*BMEP. 46. The piston engine as recited in claim 44, wherein the air and fuel supply to said combustion chamber is adjusted to allow a maximum cylinder pressure during combustion greater than 10*BMEP. 47. The piston engine as recited in claim 23, wherein said injection device (56) is configured to initiate the fuel supply within the range between 2.5 and 7.5 crank angle degrees before upper dead center.
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이 특허에 인용된 특허 (6)
Hirowatari,Seiji; Idogawa,Masanao, Apparatus for controlling valve actuation in internal combustion engine.
Magdi K. Khair ; William D. DiSilverio ; James E. Dittmar, System for reducing the nitrogen oxide (NOx) and particulate matter (PM) emissions from internal combustion engines.
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