Method of starting ice with ignition at low temperature

FIELD: engines and pumps.

SUBSTANCE: proposed method comprises the following jobs: (a) feeding first amount of fuel in combustion chamber in compression stroke by pre-injection to produce partially homogeneous premix in combustion chamber, (b) feeding main amount of fuel in combustion chamber by main injection and combustion of fuel-air mix by self-ignition. Beginning of pre-injection is selected to allow premix to ignite after short delay of ignition while beginning of the main injection is selected to allow main amount of fuel to be injected during combustion or directly after combustion of said premix. Pre-injection is executed at crankshaft turn through 22° to 100°, in particular 25° to 30°, before piston TDC. Main injection is executed at crankshaft turn through 20° before piston TDC to 20° after TDC. Main injection is divided into some partial injections. In starting ICE, first partial injection is executed at crankshaft turn through 2° before TDC to 2° after TDC, while second partial injection is executed at crankshaft turn through 2° to 5° after TDC.

EFFECT: fast starting, higher reliability.

10 cl, 2 dwg

 

The invention relates to a method of starting an internal combustion engine ignition at low temperatures, at which the first, during the compression stroke of the internal combustion engine by the first pre-injection into the combustion chamber enter the first amount of fuel and is formed partially homogeneous pre-mixture, and then by the main injection into the combustion chamber enter the main quantity of fuel and burn the air-fuel mixture by the ignition.

From DE 102004053748 A1 is known a method of starting an internal combustion engine ignition at low temperatures, at which the fuel injected into the combustion chamber of the internal combustion engine by three separate injections. During the preliminary injection is administered first quantity of fuel when the piston is in bottom dead point of the compression stroke. The main quantity of fuel injected into the combustion chamber when the main injection, which is produced in the region of the upper dead point of the piston. Directly behind the main injection should additional injection, due to which should be achieved the best energy conversion. Using this method, should be addressed to the misfire during phase cold start.

From JP 2000192836 A known another method of starting an internal combustion engine with OSPL the application at low temperatures, when in the combustion chamber enter the first small amount of fuel with the formation of the pre-mixture and using an appropriate sensor system control, ignited whether this mixture. The operation is repeated during subsequent operating cycles, until it is fixed spontaneous combustion of the first quantity of fuel. Then in the combustion chamber enter the main quantity of fuel, the mixture formed from the main quantity of fuel and air, reliably ignites under the existing conditions. In the transition phase of the pre-injection and the main injection in the combustion chamber can be made within one working stroke or during successive cycles of operation of the internal combustion engine.

The basis of the invention lies task is to provide an improved method of starting an internal combustion engine, which is reliable and quick start-up at low temperatures.

According to the invention, the beginning of the first pre-injection is chosen so that the partially homogeneous pre-mixture may be ignited after a short ignition delay, and the beginning of the main injection is chosen so that the basic amount of fuel injected into the combustion chamber during the phase of combustion or directly after phase combustion burning pre the preliminary mixture. During the compression stroke in the combustion chamber, the gas is compressed, whereupon the temperature in the combustion chamber increases. In this compressed gas by pre-injection enter the first amount of fuel. At low ambient temperatures the temperature in the combustion chamber is too low for conventional diffusion combustion, so that the first in the combustion chamber is formed partially homogeneous pre-mixture. According to the invention, the first quantity of fuel injected into the combustion chamber at the time when the temperature in it due to the compression high enough educated partially homogeneous pre-mixture reacts after a short ignition delay with typical partially homogeneous combustion at elevated temperatures. Estimated time short ignition delay is from 1 MS to 15 MS between the start of the first pre-injection and achieving a considerably high temperature in the combustion chamber (for example, 100 To or higher than the temperature of the combustion chamber immediately before injection). Depending on the rotational speed of the internal combustion engine specified time values can be converted into the corresponding rotation angle of the crankshaft. The beginning of the main injection is chosen so that the main number is on the fuel injected into the combustion chamber during or immediately after a phase of pre-combustion mixture. By this time the temperature in the combustion chamber due to the preliminary reaction mixture will still be quite high, which facilitates the ignition of the air-fuel mixture formed of a main quantity of fuel.

In one embodiment, the pre-injection is produced when the angle of rotation of the crankshaft in the range from 22° to 100°, in particular from 25° to 30°before the upper dead point of the piston. Due to the late introduction of the compression phase in a relatively warm for this time, compressed air or air-fuel mixture in the combustion chamber is provided by a short delay of ignition. In addition, there is available a sufficient period of time to partially homogeneous combustion pre-mixture at a high temperature, so it is achievable a significant temperature increase in the combustion chamber.

In the following embodiment of the method the main injection is produced when the angle of rotation of the crankshaft in the range from 20° before the top dead point to 20° after top dead center of the piston. In this range with the maximum compression of the gases in the combustion chamber and because of the continuous heat generation by the reaction of the preliminary mixture in the combustion chamber will be of maximum temperature and therefore there is a greater likelihood of ignition and combustion is I the main quantity of fuel.

In the following embodiment of the method the main injection is divided into several partial injection, i.e. the basic amount of fuel injected into the combustion chamber by several partial injection. The fuel injection into the combustion chamber and subsequent evaporation inevitably lead to short-term reduction in its temperature, resulting in the delay of ignition increases. Split main injection into several partial injection causes a relatively small reduction in temperature at each partial injection and, thus, the shorter the ignition delay, and reliable temperature rise.

In the following embodiment of the method at the beginning of the startup process of the internal combustion engine of the first partial injection is produced when the angle of rotation of the crankshaft in the range from 2° before the upper dead point to 2° after the upper dead point, and the second partial injection is produced when the angle of rotation of the crankshaft in the range from 2° to 5° after top dead center. Under such conditions, in particular at low temperatures and/or speeds, you get sufficient time for reaction, the amount of fuel that is injected by the first partial injection. In this embodiment, the method improves the beginning of the startup process or primary ignition t is plinovodi mixture.

In the following embodiment of the method by increasing the frequency of rotation of the beginning of the first partial injection shift towards an earlier time. This is the optimal way to use the temperature increase in the reaction pre-mix.

In the following embodiment of the method by increasing the frequency of rotation of the second and/or later partial injection shift towards a later time so that the time interval between the end of the previous partial injection and the beginning of the second and/or subsequent partial injection is large enough to ensure a continuous increase in temperature.

In the following embodiment of the method the amount of fuel injected during the second and/or later partial injection, more than the amount of fuel injected during the previous partial injection. Thus, the amount of fuel injected into the combustion chamber during the main injection consecutive increase. This can further increase the stability of the run.

In the following embodiment of the method produce additional pre-injection. Due to this, the temperature of the combustion chamber can speed be increased even in the phase of preliminary injection and it becomes possible stable% the SS run.

In the following embodiment of the method the total amount of fuel injected during one or more pre-injections is from 5 to 20 percent by weight of the total amount of fuel injected during the working cycle. In such quantitative ratios of the combustion chamber in response to the preliminary mixture is heated enough to ensure reliable combustion of the primary fuel.

In the following embodiment of the method by increasing the frequency of rotation of the beginning of the pre-injection shift towards an earlier time, i.e. pre-injection is carried out at a more "early" angle of rotation of the crankshaft. Due to this, even when increasing the rotation frequency is available, a sufficient amount of time for the preliminary reaction mixture and extended temperature rise in the combustion chamber.

In the following embodiment of the method, the injection is made by means of injection with common rail (Common Rail). This system allows better way to manage the points of injection, duration of injection and the injection quantity in a separate injection.

In the following embodiment of the method in the process of starting the injection pressure is regulated depending on the frequency rotations is of the internal combustion engine, to ensure optimum fuel atomization and/or to minimize the wetting of the walls of the combustion chamber.

In the following embodiment of the method, the ratio between the main fuel quantity and the total quantity of fuel injected during the pre-injection, regulate, depending on the speed and/or temperature of the internal combustion engine, making it possible to further improve the quality of the internal combustion engine against cold start.

In a further method is described in more detail by the example of the preferred option it is running. While these features of the process, which further explained below, is applicable not only in the specified combination of signs, but also in other combinations, as well as individually, without leaving the scope of the present invention.

In the drawings:

figure 1 depicts a graph of injection and temperature in the combustion chamber depending on the angle of rotation of the crankshaft and

figure 2 - example of ignition delay and moments of injection depending on the rotational speed of the internal combustion engine.

In this embodiment, the internal combustion engine (not shown) made in the form of a diesel engine with six combustion chambers. The internal combustion engine includes sist the mu injection with common rail (Common Rail), which ensures that the exact time of dispensing a certain quantity of fuel in a separate combustion chamber. In addition, the internal combustion engine includes an angular position sensor for measuring the angle of rotation of the crankshaft, and a control device that can control injection with common rail based on the measured angle of rotation of the crankshaft, and, if necessary, from other measured in the internal combustion engine parameters, such as temperature, speed and load.

In the process of starting the internal combustion engine at the beginning using the starting device is put into rotation of the crankshaft of the engine. The crankshaft is connected via the connecting rods with pistons in a separate combustion chambers and its rotation causes a periodic reciprocating movement of the pistons.

Cold startup in the sense of the present invention occurs when the temperature essential to the operation of the internal combustion engine is so low that reliable starting is difficult. As reference values take the ambient temperature and/or temperature of the coolant is equal to -15°C or less.

Figure 1 in the lower part shows an example of the control signal of the fuel injector engines is the appropriate fields of internal combustion engines during cold start. With each combustion chamber of the engine is connected to at least one injector. The injector preferably includes a magnetic valve for controlling the nozzle needle in a multi-jet nozzle. Shown in figure 1, the control signal can be transmitted from the control unit to the solenoid valve and to adjust the stroke of the nozzle needle in a multi-jet nozzle. In this way it is possible to precisely dispensing fuel into the combustion chamber. The injectors of the internal combustion engine attached to the rest of the five combustion chambers, are managed in a similar way, in accordance with the procedure of the work cylinder six-cylinder diesel engine with intervals corresponding to the rotation angle of the crankshaft of 0°, 120° and 240°.

The control signal figure 1 shows that the total amount of fuel injected into the combustion chamber in the region of the upper dead point of ignition ZOT internal combustion engine. In this embodiment, the first amount of fuel injected into the combustion chamber with prior Pill injection during the compression stroke, when the angle of rotation of the crankshaft about -25°, i.e. before the upper dead point of ignition ZOT. The first amount of fuel is preferably from one to thirty milligrams, which corresponds to approximately 5-20% of the total fuel, the EAP is activeimage during the working cycle.

Then, when the main injection into the combustion chamber enter the main quantity of fuel. The main injection is divided into a first partial injection Main1 and a second partial injection Main2. The first partial injection Main1 perform at an angle of rotation of the crankshaft about 0°. The second partial injection Main2 begins when the angle of rotation of the crankshaft about 1.5° after the end of the first partial injection Main1 and lasts as long as the rotation angle of the crankshaft reaches about 3.5° after top dead center ZOT.

In the upper part of figure 1 shows the heat in the combustion chamber in the region of top dead center ZOT. Observed before the upper dead point ZOT negative gradient of the curve heating is mainly due to thermal losses due to heat transfer to the walls of the combustion chamber. Heat slope was measured at an ambient temperature of -27°C.

As a result of injection of the first quantity of fuel Pill when the angle of rotation of the crankshaft about -25° in the combustion chamber is formed partially homogeneous mixture. When the injection introduced the first amount of fuel evaporates, resulting in the beginning, there is a small decrease in the temperature of the combustion chamber (figure 1 can be seen by slightly decreasing the gradient of the curve of heat after the preliminary injection Pill). At the time of the preliminary injection Pll temperature in the combustion chamber is too low for conventional diffusion combustion, so pre-mixture formed from the first quantity of fuel, reacts with typical chastichno.odna combustion. During the preliminary homogenization the mixture is heated by heat conduction and turbulent flow in the combustion chamber, as well as the ongoing compression. In the first phase 1 reactions, the duration of which in this embodiment corresponds to a change of the angle of rotation of the crankshaft from about -25° to -9° and which is also called the low-temperature phase, preliminary reactions, which are mainly generated and decompose peroxides and aldehydes and allocated only a small amount of heat. In the following second phase 2 reactions, the duration of which corresponds to a change of the angle of rotation of the crankshaft from about -9° to 0°, and which is also called high-temperature phase, there is a thermal ignition of the air-fuel mixture and stands out a lot of heat in the reaction pre-mix. The first phase 1 and phase 2 reactions constitute the phase of the pre-combustion mixture.

The main quantity of fuel injected into the combustion chamber when the main injection Main1, Main2 at the time when part of the preliminary mixture is burned in the second phase 2 reactions, so that the temperature in the combustion chamber at the e significantly increased. From figure 1 it is seen that the air-fuel mixture formed by the first partial injection Main1, chemically reacts and burns on the third phase 3 reactions. When the ignition delay between the beginning of the first partial injection Main1 and the occurrence of thermal ignition is substantially less than the delay of ignition of the reaction pre-mix. Due to the higher temperature in the combustion chamber air-fuel mixture formed after the first partial injection Main1, evaporates faster and already ignited when the rotation angle of the crankshaft is equal to 1° after top dead center ZOT, causing the temperature in the combustion chamber continues to grow. When the second partial injection Main2 heated in the combustion chamber impose a relatively large amount of fuel that due to the high temperature ignites the fourth phase 4 response almost immediately after the beginning of injection.

The amount of fuel introduced in the second partial injection Main2, preferably greater than the amount of fuel introduced during the first partial injection Main1, resulting in evaporation has a smaller effect on the temperature of the combustion chamber and thereby to delay the ignition. The amount of fuel injected during the first partial injection is relatively small, so that after ispar the deposits in the combustion chamber is only slightly reduced temperature. Thanks to the energy emitted during the combustion of air-fuel mixture, the temperature decrease caused by evaporation is compensated and the temperature of the combustion chamber increases. Higher temperature causes less long delay ignition of the fuel injected then the second partial injection.

In a modified embodiment, the main injection is divided into partial injection, in each of which the combustion chamber is injected preferably greater amount of fuel than the previous partial injection. This is achieved by reliable combustion in total a relatively large amount of fuel at low temperatures.

In the following modified embodiment, the additional pre-injection, after each of which due to the small input fuel temperature decreases less and ignition delay becomes shorter, so that the temperature rise and the preliminary reaction mixture to happen faster.

Pre-injection and the main injection can be performed at cold start within a few cycles of compression. It should be noted that the primary ignition under certain conditions is carried out only after a few revolutions of the crankshaft.

Figure 2 shows examples of the ISM is in the beginning and the end of the first partial injection BOI_Main1, EOI_Main1, the beginning of the second partial injection BOI_Main2 and measured ignition delay depending on the speed of the internal combustion engine. The beginning and end of the partial injection and pre-injection is preferably regulated depending on the rotational speed of the internal combustion engine, as well as ambient temperature and/or temperature of the engine. It should be noted that the first partial injection Main1 should be carried out not earlier than when the pre-mixture will react during high-temperature phase, as otherwise there is a danger of extinction of the pre-combustion mixture as the first partial injection Main1. Due to the higher temperature in the combustion chamber at higher speeds preliminary mixture reacts faster, and you can shift the beginning of the first partial injection BOI_Main1 with increasing speed in the direction of an earlier time, i.e. in the direction of the larger angle of crankshaft rotation before top dead point ZOT. The beginning of the second partial injection BOI_Main2 with increasing rotation frequency is shifted to a later time, i.e. in the direction of the larger angle of crankshaft rotation after top dead center ZOT, so as to allow sufficient time for the reaction mixture, the image of the bath in the first partial injection.

In the method according to the invention when one or more preliminary injection, and when the first partial injection of the main injection in the combustion chamber is injected only a small amount of fuel. Due to this decrease in temperature at a separate injection caused by starting the evaporation will be small, and the air-fuel mixture formed by the injected quantities of fuel, ignited after a relatively short ignition delay. Generated by the combustion heat is not only compensates for the decrease in temperature, but also causes an increase in temperature in the combustion chamber. In this regard, the fuel is injected later, reacts faster and burns after a shorter ignition delay than the fuel injected before. As a result, in the combustion chamber, you can enter a higher amount of fuel so that the temperature of the combustion chamber is stepped to rise, until it is finally possible reliable combustion of more fuel at low ambient temperatures.

1. The startup of the internal combustion engine ignition at low temperatures, comprising the following operations:
a) introducing a first quantity of fuel into the combustion chamber during the compression stroke of the internal combustion engine by pre-injection and clicks the use in the combustion chamber partially homogeneous pre-mixture;
b) introduction of the basic quantity of fuel into the combustion chamber through the main injection and the combustion air-fuel mixture by the ignition,
characterized in that the beginning of the pre-injection is chosen so that the partially homogeneous pre-mixture may be ignited in a pinch after a short ignition delay, and the beginning of the main injection is chosen so that the basic amount of fuel injected into the combustion chamber during the phase of combustion or directly after phase combustion burning preliminary mixture,
moreover, the preliminary injection is produced when the angle of rotation of the crankshaft in the range from 22° to 100°, in particular from 25° to 30°before the upper dead point of the piston,
the main injection is produced when the angle of rotation of the crankshaft in the range from 20° before the top dead point to 20° after top dead center of the piston,
the main injection is divided into several partial injection
at the beginning of the startup process of the internal combustion engine of the first partial injection is produced when the angle of rotation of the crankshaft in the range from 2° before the upper dead point to 2° after the upper dead point, and the second partial injection is produced when the angle of rotation of the crankshaft in the range from 2° to 5° after top dead center.

2. Ways who according to claim 1, characterized in that with increasing speed the beginning of the first partial injection shift towards an earlier time.

3. The method according to claim 1 or 2, characterized in that with increasing speed the beginning of the second and/or later partial injection shift towards a later time.

4. The method according to claim 1 or 2, characterized in that the quantity of fuel injected during the second and/or later partial injection, more quantity of fuel injected during the previous partial injection.

5. The method according to claim 1, characterized in that produce additional pre-injection.

6. The method according to claim 5, characterized in that the total amount of fuel injected during one or more pre-injection is 5 to 20% by weight of the total amount of fuel injected during the working cycle.

7. The method according to claim 1, characterized in that with increasing speed the beginning of the pre-injection shift towards an earlier time.

8. The method according to claim 1, characterized in that the injection is made by means of injection with common rail.

9. The method according to claim 8, characterized in that in the process of starting the injection pressure is regulated depending on the rotational speed of the internal combustion engine.

10. The method according to claim 5, characterized in that sootnoshenie is between the main fuel quantity and the total quantity of fuel, entered during the pre-injection, regulate, depending on the speed and/or temperature of the internal combustion engine.



 

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86 cl, 3 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to engines of vehicles. According to proposed method fuel is injected into engine combustion chamber and to increase amount of fuel to be injected at temperature lower than operating temperature of internal combustion engine, warming up index fWL is determined. Said index fWL is found using base or main index fG and index fLA which depends on load. Load dependant index FLa is found for different operating conditions independently from base or main index fG. Method uses control element, permanent memory or flash memory for control unit of internal combustion engines of vehicle which stores program orientated for operation in computer, mainly, in microprocessor suitable for implementing the method. Internal combustion engine of vehicle is designed for implementing the method being furnished with control unit making it possible to determine internal combustion engine warming up index fWL to increase amount of fuel injected at temperature lower than operating temperature of internal combustion engine.

EFFECT: provision of required flexibility and simplified operation at simultaneous improvement of operating parameters of internal combustion engine at warming up.

11 cl, 1 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention makes it possible to develop method of control of runout of internal combustion engine to set piston in at least one cylinder into required position providing direct starting of engine at minimum possible expenditures. According to proposed method, piston in at least one of engine cylinders is purposefully set into required position corresponding to turning of crankshaft through angle whose value lies behind top dead center passed by piston. Valves of one or several cylinders of internal combustion engine after switching off the ignition are closed for one or several time intervals V1, V2. moments of beginning V2B and end V1E, V2E for each time interval V1, V2 when valves are closed, are set to provide stopping of crankshaft in required position of piston stop at runout.

EFFECT: provision of direct starting of engine.

6 cl, 3 dwg

The invention relates to a device for recognition of the valve timing in an internal combustion engine

The invention relates to a method and apparatus for metering fuel to an air-fuel mixture when the engine is running

FIELD: engines and pumps.

SUBSTANCE: invention relates to engine production. Proposed system comprises electromagnetic nozzles 1, 2, 3, 4 arranged in diesel intake pipeline 5 opposite valve gear intake valves of every cylinder, electric pump 7, electronic control unit 8, power supply 9, high-rpm mode pickups 10, load mode pickups 11, coolant temperature pickups 12, diesel circuit voltage drop pickups 13, valve gear phase timing pickups 14, all above listed pickups being connected with aforesaid control unit 8. It comprises also overload contact pickup consisting of corrector rod 16 of diesel crankshaft rpm centrifugal controller and needle-like steel screw 18 arranged with interference fit in insulating sleeve 15. The latter is arranged in the hole of main lever 19 of diesel crankshaft rpm centrifugal controller. Aforesaid contact pickup is connected with electronic control unit 8 with the help of additional channel 20. Said control unit controls operation of aforesaid electromagnetic nozzle 6 arranged on initial section of intake pipeline 5 to extend to first cylinder electromagnetic nozzle 1.

EFFECT: feeding additional portion of activator in short-term diesel overload operation.

1 cl, 1 dwg

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