Pre-Chamber Fuel Injection Timing for Gas Engine Combustion
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Solution Overview
Problem
Reciprocating internal combustion piston engines with pre-chambers face issues of undesirable pre-combustion performance due to residual exhaust gases and premature combustion caused by high pre-chamber tip temperatures extending into the combustion chamber.
Innovation Solution
Introducing a first prescribed amount of gaseous fuel into the pre-chamber to scavenge residual gases and cool the tip, followed by a second amount introduced 30 degrees crankshaft rotation later to ensure mixing with the combustion chamber gases before ignition, promoting controlled and uniform combustion.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If a pre-chamber is used to pre-ignite the fuel/air mixture, then combustion efficiency is improved, but residual exhaust gases remain in the pre-chamber causing undesirable pre-combustion performance
Solution Approach 1:
The first prescribed amount of gaseous fuel is introduced into the pre-chamber before the second prescribed amount to perform preliminary scavenging of residual exhaust gases. This preliminary action cleans the pre-chamber environment, removing harmful residual gases that would otherwise interfere with the subsequent pre-combustion process, thereby improving pre-combustion performance while maintaining combustion efficiency.
2Power
If the pre-chamber tip temperature is excessively high, then ignition performance is improved, but premature combustion in the combustion chamber occurs
Solution Approach 1:
The first prescribed amount of gaseous fuel is introduced and combusted before the second prescribed amount to preliminarily cool the pre-chamber tip. This preliminary cooling action reduces the tip temperature to an optimal range that maintains sufficient ignition performance while preventing premature combustion of the main fuel charge in the combustion chamber.
3Speed
If the second prescribed amount of gaseous fuel is introduced immediately after the first, then combustion timing is improved, but residual gases do not have enough time to mix and combust uniformly
Solution Approach 1:
The introduction of gaseous fuel is divided into two periodic stages with a crankshaft rotation interval of at least 30 degrees between them. The first stage introduces fuel for scavenging and cooling, followed by a periodic interval that allows residual gases to mix and move into the combustion chamber. The second stage then introduces additional fuel that combusts uniformly with the mixed gases, achieving both proper timing and combustion uniformity.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This method effectively scavenges residual gases and prevents premature combustion, leading to improved pre-chamber combustion performance and uniformity.
Implementation Method 1
the first prescribed amount gaseous fuel at least partly scavenges residual gases, such as exhaust gases, generated in a preceding combustion cycle
Implementation Method 2
cooling down the tip of the pre-chamber through which it flows
Implementation Method 3
residual gases from the pre-chamber to the combustion chamber have enough time mix within the combustion chamber
Implementation Method 4
ignite the second prescribed amount gaseous fuel to form a pre-chamber charge... ignition of the pre-chamber charge subsequently ignites and combusts the main charge
Data Source
AI summary
The present disclosure relates to a method of controlling a reciprocating internal combustion piston engine having a pre-chamber for igniting a main charge in a combustion chamber. The disclosure is based on the idea of introducing a first prescribed amount of gaseous fuel and a second prescribed amount gaseous fuel into the pre-chamber such that at least to a crankshaft rotation of 30 deg is provided between introducing the first prescribed amount of gaseous fuel and introducing the second prescribed amount of gaseous fuel within a single combustion cycle. The present disclosure also concerns a reciprocating internal combustion piston engine implementing such a method.