Internal-combustion engines – Igniters – Incandescent
Patent
1984-12-18
1986-08-12
Cox, Ronald B.
Internal-combustion engines
Igniters
Incandescent
123549, F02B 908, F02P 1900
Patent
active
046049754
DESCRIPTION:
BRIEF SUMMARY
PRIOR ART
The invention is based on an apparatus for injecting fuel as generically defined hereinafter. In a known apparatus of this type (French Pat. No. 1.382.697,FIG. 5), a heating chamber is disposed between the injection port of the fuel injection nozzle and the through opening in the partition between the nozzle and the combustion chamber, and the heating device is disposed in this heating chamber coaxially with the defined fuel stream. At the transition point of the fuel stream through the through opening, a negative pressure is produced by the water-jet pump effect in this heating chamber, as long as injection is taking place. The pressure in this chamber may drop considerably below the ambient air pressure during this process. Then as soon as injection is interrupted, gas flows out of the combustion chamber into the heating chamber, because of the pressure difference. In internal combustion engine injection, the frequency of the intermittent injection is dependent on the rpm, so that at high rpm the pressure of the two chambers will not yet have been equalized by the time a new injection begins. Although this meeting of the fuel flow and the gas flow does cause an intensive, thorough mixing of the fuel and the gas (air), nevertheless it has the disadvantage that this fuel/air mixture varies in accordance with rpm in terms of its proportions of fuel and air. It is accordingly impossible to attain a normally desired fuel/air mixture, one which is predominantly independent of the rpm and is appropriate for ignition. The danger thus exists that premature or late ignitions may occur in a completely uncontrolled manner in certain rpm ranges, which in self-igniting internal combustion engines causes a loss of power and impairs the emissions quality.
A further disadvantage of this known apparatus is that the heat radiation of the heating device meets the fuel stream directly, so overheating occurs on the surface of the fuel stream; given the oxygen usually intermittently present there, the result is a partial pre-combustion. This pre-combustion is followed later by the main combustion, the efficiency of which depends on the quality of the preparation of the fuel/air mixture. This quality can be maintained over the entire rpm range and to the desired extent, however, only if the above-described pre-combustion is constant over the entire rpm range.
Not least, this known apparatus also has the disadvantage in contiunuous injection systems, such as those for heating system combustion chambers, that the negative pressure produced in the heating chamber cannot be compensated for. As a result, air is necessarily aspirated into the heating chamber counter to the direction of the injection stream but traveling past it, which impairs the orientation, shape and velocity of the fuel stream. The fuel stream flutters and usually becomes indented on one side. It loses speed and is poorly distributed in the combustion chamber. The result is increased soot emission and a reduced energy yield.
ADVANTAGES OF THE INVENTION
The apparatus according to the invention has the advantage over the prior art that combustion air is circulated virtually continuously via the bypass and heated by the heating device disposed there. Even if the fuel injection operates intermittently, the flow of combustion air in the bypass never acts counter to the fuel stream but instead has the sole effect of driving the fuel stream along. At relatively high rpm and a correspondingly high injection frequency, the velocity of the air flow through the bypass increases in a comparable manner, so that a correspondingly greater heating capacity is attained. Because of the predominantly uniform heating of the volume thus resulting over the rpm, it is possible to attain on the one hand a substantially more uniform course of combustion and on the other hand an improvement in emissions. A substantial further advantage is that it is the combustion air flowing through the bypass that is primarily heated, and the heating device does not act directly upon the fu
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Frey Thomas
Grunwald Werner
Imhof Ernst
Komaroff Iwan
Reum Helmut
Cox Ronald B.
Greigg Edwin E.
Robert & Bosch GmbH
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