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Method for operating combustion engine and combustion engine

A technology for internal combustion engines and fuels, applied in the direction of internal combustion piston engines, combustion engines, machines/engines, etc., can solve problems such as temperature rise, achieve low carbon black emissions, high internal combustion engine efficiency, and shorten combustion duration.

Inactive Publication Date: 2016-04-13
GE JENBACHER
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

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Problems solved by technology

[0018] The disadvantage of the solution according to the prior art is that, due to the high geometrical compression ratio ε, a very rapid rise in temperature after ignition is accompanied by rapid cooling due to the expansion in the combustion chamber

Method used

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  • Method for operating combustion engine and combustion engine
  • Method for operating combustion engine and combustion engine
  • Method for operating combustion engine and combustion engine

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Embodiment Construction

[0080] figure 1 Shown is the normalized rate of energy release with respect to crankshaft angle after top dead center, expressed in degrees. A negative value here means that the process takes place before ignition OT. The energy release rate (English: heatreleaserate) has been described above and is a measure that describes the combustion characteristics.

[0081] The dashed line shows the normalized energy release rate of combustion in a standard gas engine. The solid line shows the normalized energy release rate achieved by the present invention. It can be seen that the combustion process achieved by the invention is distributed more narrowly and more centrally around the top dead center than in the combustion according to the prior art.

[0082] figure 2 The effect of increasing the internal AGR, increasing the diesel quantity or increasing the charge temperature or delaying the injection timing on the combustion according to the invention is shown schematically. The ...

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Abstract

A method of operating a compression ignition engine uses an engine having a cylinder and a piston moveable in the cylinder. The method includes forming a combustible mixture by mixing generally homogeneously a first fuel and air and introducing this mixture into the at least one cylinder, and compressing the combustible mixture with the piston in a compression stroke. During the compression stroke but before start of combustion, a second fuel is added to the combustible mixture, thus creating a cylinder charge, the second fuel being easier to autoignite than the first fuel. The compression stroke is continued until combustion starts at those locations in the cylinder where concentration of the second fuel and / or temperature of the mixture is highest. A temperature of the cylinder charge or the amount of second fuel added to the combustible mixture is chosen such that a desired duration of combustion can be achieved.

Description

technical field [0001] The invention relates to a method for operating an internal combustion engine having the features of the preamble of claim 1 and to an internal combustion engine having the features of the preamble of claim 10 . Background technique [0002] In the design of internal combustion engines, in reducing different kinds of emissions, such as carbon oxides (NO X ), unburned hydrocarbons (HC), carbon monoxide and reduction of particulate matter (English: particulate matter, PM) there is a conflict of objectives. A promising method for combustion with high efficiency and low emissions is the so-called HCCI concept, Homogenous Charge Compression Ignition (Homogenous Charge Compression Ignition). Here, a highly diluted (that is to say lean and / or mixed at a high exhaust gas discharge rate) and homogeneous fuel-air mixture is ignited near top dead center due to the temperature increase during the compression stroke. Strongly dilute fuel-air mixtures allow extrem...

Claims

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Application Information

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Patent Type & Authority Applications(China)
IPC IPC(8): F02D41/00F02D41/30F02D19/06F02D21/08F02D13/02F02M31/02
CPCF02D19/022F02D19/0605F02D19/0607F02D19/10F02D19/105F02B1/14F02B7/04F02D19/0642F02D19/0647F02D41/0025F02D41/0027F02D41/3047Y02T10/30F02B7/08F02D19/082F02D41/005F02D41/405Y02T10/12Y02T10/40
Inventor F·格鲁贝尔N·施皮拉C·特拉普G·廷施曼E·穆苏
Owner GE JENBACHER